Vehicle seat

ABSTRACT

A seating posture is stabilized for the shoulders of a passenger seated on a vehicle seat. A vehicle seat is provided with a seat back configured to support the seated person from the rear. A shoulder support portion of the seat back configured to support a corresponding one of the shoulders of the seated passenger includes an air cell configured to expand when air is supplied. When the air cell expands, one end portion of the shoulder support portion on the outside in the width direction of the vehicle seat moves more forward than the other end portion of the shoulder support portion on the inside in the width direction.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a National Stage Entry application of PCTApplication No. PCT/JP2013/081973, filed Nov. 27, 2013, which claims thepriority benefit of Japanese Patent Application No. 2012-259384, filedNov. 28, 2012, Japanese Patent Application No. 2012-259385, filed Nov.28, 2012, and Japanese Patent Application No. 2013-237090, filed Nov.15, 2013, the contents of all being incorporated herein by reference.

BACKGROUND

Disclosed herein is a vehicle seat, and particularly a vehicle seatincluding a seat back that supports a seated passenger from the rear.

One indicator of the performance required for vehicle seats is that theposture (the seating posture) of a seated passenger is stablymaintained, and some techniques satisfying such a need have been alreadydeveloped (see, e.g., Japanese Patent Document No. 2000-095000 A (“the'000 Document”). In the vehicle seat described in the '000 Document,each shoulder portion of a seat back includes a protective bag. Thisprotective bag expands forward in a raised shape to cover around theshoulders of a seated passenger from the above toward the front, therebyengaging with the shoulders of the seated passenger. As a result, theposture of the seated passenger is stably maintained, and in particular,upward movements of the upper body of the seated passenger can bereduced.

In the vehicle seat described in the '000 Document, the above-describedprotective bags expand when an excessive load is input to the seat dueto, e.g., rear-end collision, and are used as the device for protectingthe seated passenger in emergency situations. It is also required for anormal vehicle running situation to hold the shoulders of the seatedpassenger to maintain the posture of the seated passenger as in thevehicle seat described in the '000 Document. More specifically, of thepressure applied to the seat back in a seated state, the pressureapplied to the portions supporting the shoulders of the seated passengeris relatively high, and therefore, the posture of the seated passengercan be stabilized in such a manner that the shoulders of the seatedpassenger are held while a vehicle is running. In order to provide suchan advantage, it is required to properly hold the shoulders of theseated passenger while the vehicle is running.

In the configuration in which, as described in the '000 Document, theprotective bags cover around the shoulders of the seated passenger fromthe above toward the front to engage with the shoulders of the seatedpassenger, forward movement and upward movement of the body of theseated passenger can be restricted, but it is difficult to restrictmovement in the right-to-left direction (i.e., in the width direction ofthe seat). As long as movement of the upper body of the seated passengerin the right-to-left direction cannot be properly restricted, it isdifficult to stabilize the posture of the seated passenger.

Moreover, when the shoulders of the seated passenger are held only bythe protective bags in order to maintain the posture of the seatedpassenger, sufficiently-large protective bags are required to hold theshoulders of the seated passenger. This leads to an increase in the sizeof the protective bag and the size of the mechanism for expanding theprotective bag.

SUMMARY

The system described below has been made in view of the above-describedproblems, and is intended to provide a vehicle seat capable of properlyholding the shoulders of a seated passenger to stabilize the seatingposture of the seated passenger. It is further designed to properly holdthe shoulders of the seat passenger even in the configuration in which aseat back includes a bag having a reduced size.

The above-described problem is solved by a vehicle seat described below,which is a vehicle seat including a seat back configured to support aseated passenger from the rear. A shoulder support portion provided atthe seat back and configured to support each of the shoulders of theseated passenger includes a bag configured to expand by supply of fluidinto the bag, and the bag expands such that a one end portion of theshoulder support portion positioned on the outside in the widthdirection of the vehicle seat moves more forward than a other endportion of the shoulder support portion positioned on the inside in thewidth direction.

According to the above-described vehicle seat, the bag expands to movethe one end portion of the shoulder support portion of the seat back onthe outside in the width direction of the vehicle seat more forward thanthe other end portion of the shoulder support portion on the inside inthe width direction. Accordingly, force acts inward in the widthdirection on the shoulders of the seated passenger from the seat back.That is, the shoulders of the seated passenger are pushed inward in thewidth direction by the shoulder support portions of the seat back. As aresult, displacement movement of the upper body of the seated passengerin the width direction can be reduced, and therefore, the posture of theseated passenger is stably maintained.

In the above-described vehicle seat, when the bag expands to move theone end portion more forward than the other end portion, an upperportion of the one end portion preferably moves more forward than alower portion of the one end portion.

According to the above-described configuration, force acting on theshoulders of the seated passenger from the seat back has a componentacting inward in the width direction and a component acting downward.That is, the shoulders of the seated passenger are pushed inward in thewidth direction, as well as being pressed downward. As a result, upwarddisplacement movement of the upper body of the seated passenger isreduced, and therefore, the posture of the seated passenger can bestably maintained.

In the above-described vehicle seat, the bag is preferably provided suchthat an end of the bag on the outside in the width direction ispositioned below an end of the bag on the inside in the width direction.

The above-described configuration is intended for the shoulders of atypical seated passenger, and the bag is disposed to extend downwardtoward the outside. Thus, the shoulder support portions of the seat backsupport the shoulders of the seated passenger to cover around theshoulders. As a result, the posture of the seated passenger is furtherstabilized.

In the above-described vehicle seat, the seat back preferably includes aplate-shaped member disposed in the front of the bag. When the bagexpands while contacting a rear surface of the plate-shaped member, theplate-shaped member preferably deforms such that a portion of theplate-shaped member corresponding to the one end portion is positionedmore forward than a portion of the plate-shaped member corresponding tothe other end portion, thereby moving the one end portion more forwardthan the other end portion. The area of a front surface of theplate-shaped member is preferably greater than the area of a surface ofthe bag contacting the plate-shaped member.

In the above-described configuration, the plate-shaped member having agreater area than that of the bag is disposed in the front of the bag.As compared to the configuration of using only the bag without providingthe plate-shaped member, the plate-shaped member expands the area whereforce acts on the shoulders of the seated passenger by expansion of thebag. Thus, the shoulders of the seated passenger can be properly heldeven if the size of the bag is reduced.

In the above-described vehicle seat, the seat back preferably includes aplate-shaped member disposed in the front of the bag. When the bagexpands while contacting the rear surface of the plate-shaped member,the plate-shaped member preferably deforms such that the portion of theplate-shaped member corresponding to the one end portion is positionedmore forward than the portion of the plate-shaped member correspondingto the other end portion, thereby moving the one end portion moreforward than the other end portion. In the plate-shaped member, adividing portion configured to divide the plate-shaped member into firstand second portions is preferably formed between the first and secondportions, the first portion being positioned in the rear of one of theshoulders of the seated passenger, the second portion being positionedin the rear of the other shoulder of the seated passenger.

In the above-described configuration, in the plate-shaped member, thefirst portion positioned in the rear of one of the shoulders of theseated passenger and the second portion positioned in the rear of theother shoulder of the seated passenger are separated from each other bythe dividing portion. Thus, the first and second portions can beseparately deformed, and in other words, both shoulders of the seatedpassenger can be separately held. Consequently, the force generated whenthe shoulders of the seated passenger are held in order to stablymaintain the posture of the seated passenger can be adjusted separatelyfor the right and left shoulders.

In the above-described vehicle seat, the seat back preferably includes aplate-shaped member disposed in the front of the bag, and movementrestriction portions disposed respectively at both end portions of theseat back in the width direction and configured to restrict movement ofthe seated passenger in the width direction. The plate-shaped memberpreferably includes a deformable portion configured to, when the bagexpands while contacting the rear surface of the plate-shaped member,deform such that the portion of the plate-shaped member corresponding tothe one end portion is positioned more forward than the portion of theplate-shaped member corresponding to the other end portion, and anextension positioned below the deformable portion and extending downwardto pass a space between the movement restriction portions in the widthdirection. The extension is preferably narrower than the deformableportion in the width direction, and is preferably disposed such thatboth ends of the extension in the width direction are positioned on theinside of the movement restriction portions.

In the above-described configuration, in the plate-shaped memberextending along the vertical direction, the portion (the deformableportion) moving to hold the shoulders of the seated passenger is in awider shape so that the shoulders can be properly held. On the otherhand, the extension positioned below the deformable portion is in anarrower shape so that contact with the movement restriction portionscan be reduced. As a result, contact between the plate-shaped member andeach movement restriction portion can be reduced, and the shoulders ofthe seated passenger can be properly held using the plate-shaped member.

In the above-described vehicle seat, the bag preferably includes twobags arranged in the width direction, and a tube member, that forms apath of fluid to be supplied to each bag and to be sucked from each bag,is preferably disposed to pass a middle portion of the seat back where aclearance is formed between the bags in the width direction.

In the above-described configuration, the tube member is disposed usingthe space where the clearance is formed between the bags, and therefore,the size of the seat back can be reduced.

In the above-described vehicle seat, the seat back preferably includes aplate-shaped member disposed in the front of the bags. The plate-shapedmember preferably includes, at an upper end portion thereof, adeformable portion configured to, when the bag expands while contactingthe rear surface of the plate-shaped member, deform such that theportion of the plate-shaped member corresponding to the one end portionis positioned more forward than the portion of the plate-shaped membercorresponding to the other end portion. Of an outer edge of thedeformable portion, an end portion positioned on the outside in thewidth direction preferably inclines downward toward the outside in thewidth direction.

In the above-described configuration, the end portion of the outer edgeof the deformable portion positioned on the outside in the widthdirection is intended for the shoulders of a typical seated passenger,and inclines downward toward the outside. Thus, the shoulder supportportions of the seat back support the shoulders of the seated passengerto cover around the shoulders. As a result, the posture of the seatedpassenger is further stabilized.

In the above-described vehicle seat, the seat back preferably includes aplate-shaped member disposed in the front of the bags. The plate-shapedmember preferably includes a deformable portion configured to, when thebag expands while contacting the rear surface of the plate-shapedmember, deform such that the portion of the plate-shaped membercorresponding to the one end portion is positioned more forward than theportion of the plate-shaped member corresponding to the other endportion, and an extension positioned below the deformable portion andextending downward. The deformable portion and the extension arepreferably integrally connected together.

In the above-described configuration, the plate-shaped member expandsthe area where force acts on the shoulders of the seated passenger byexpansion of the bags. Moreover, since the plate-shaped member extendsdownward, the above-described acting area of the force generated byexpansion of the bags can be further expanded, and the waist of theseated passenger can be also held.

In the above-described vehicle seat, the seat back preferably includes aseat back frame forming a framework of the seat back, a support plateattached to the seat back frame and configured to support the bags fromthe rear, and a holding portion attached to the seat back frame andconfigured to contact a rear surface of the support plate to hold thesupport plate.

In the above-described configuration, since the support plate configuredto support the bags is held by the holding portion, the bags can beproperly supported at predetermined positions.

According to various embodiments of the present invention, since theshoulders of the seated passenger are pushed inward in the widthdirection by the shoulder support portions of the seat back, the postureof the seated passenger is stably maintained.

Moreover, according to various embodiments of the present invention,upward displacement movement of the upper body of the seated passengeris reduced, the posture of the seated passenger is more stablymaintained.

In addition, according to various embodiments of the present invention,the bags are intended for the shoulders of a typical seated passenger,and are arranged to extend downward toward the outside. Thus, theshoulder support portions support the shoulders of the seated passengerto cover around the shoulders, and as a result, the posture of theseated passenger is further stabilized.

Further, according to various embodiments of the present invention,since the plate-shaped member is provided in the front of the bags, thearea is expanded, where force acts on the shoulders of the seatedpassenger by expansion of the bags. As a result, the shoulders of theseated passenger can be properly held even if the size of the bags isreduced.

Moreover, according to various embodiments of the present invention, inthe plate-shaped member, the first portion positioned in the rear of oneof the shoulders of the seated passenger and the second portionpositioned in the rear of the other shoulder of the seated passengerseparately deform. Thus, the force generated when the shoulders of theseated passenger are held can be adjusted separately for the right andleft shoulders.

In addition, according to various embodiments of the present invention,contact between the plate-shaped member and the movement restrictionportion provided at each end portion of the seat back in the widthdirection can be reduced, and the shoulders of the seated passenger canbe properly held using the plate-shaped member.

Further, according to various embodiments of the present invention, thetube member is disposed using the space where the clearance is formedbetween the bags, and therefore, the size of the seat back can bereduced.

Moreover, according to various embodiments of the present invention, atthe outer edge of the deformable portion positioned at an upper endportion of the plate-shaped member, the end portion positioned on theoutside in the width direction inclines downward toward the outside.Thus, the shoulder support portions support the shoulders of the seatedpassenger to cover around the shoulders. As a result, the posture of theseated passenger is further stabilized.

In addition, according to various embodiments of the present invention,since the plate-shaped member extends downward, the acting area of theforce generated by expansion of the bags can be further expanded, andthe waist of the seated passenger can be also held.

Further, according to various embodiments of the present invention,since the support plate configured to support the bags is held by theholding portion, the bags can be properly supported at the predeterminedpositions.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front pictorial view illustrating an outline configurationof a vehicle seat of an embodiment of the present invention.

FIG. 2 is a front view illustrating the configuration of a seat backframe provided at a vehicle seat of an embodiment of the presentinvention.

FIG. 3 is a front view illustrating the state in which a plate-shapedmember of the seat back frame of the vehicle seat of the embodiment ofthe present invention is detached.

FIG. 4 is a front view illustrating an attachment position of a supportplate.

FIG. 5 is a cross-sectional view along an A-A line of FIG. 4.

FIG. 6 is a front view illustrating the positional relationship betweena bag and the plate-shaped member.

FIG. 7A is a cross-sectional view of a shoulder support portion of theseat back along the horizontal plane.

FIG. 7B is a cross-sectional view of the shoulder support portion alongthe vertical plane.

FIG. 8 is a front view illustrating the configuration of a vehicle seatof a first modification.

FIG. 9 is a front view illustrating the configuration of a vehicle seatof a second modification.

FIG. 10 is a perspective view illustrating the configuration of avehicle seat of an application example.

FIG. 11 is a (first) side view illustrating the mechanism configured tosupport the knees of the legs of the seated passenger.

FIG. 12 is a (second) side view illustrating the mechanism configured tosupport the knees of the legs of the seated passenger.

FIG. 13 is a side pictorial view illustrating a curving state of thebones of the seated passenger.

FIG. 14 is a front view illustrating an example of arrangement ofposture measurement sensors in the seat back.

FIG. 15 is a schematic cross-sectional view along a D-D line of FIG. 14.

FIG. 16 is a side view illustrating an attachment state of the posturemeasurement sensors in the seat cushion.

FIG. 17 is a block diagram illustrating the configuration of the systemfor controlling correction of a seating posture.

FIG. 18 is a flowchart showing the outline of a flow in the control ofcorrection of the seating posture.

FIG. 19 is a flowchart showing the procedure of first control processingin the control of correction of the seating posture.

FIG. 20 is a flowchart showing the procedure of second controlprocessing in the control of correction of the seating posture.

FIG. 21 is a flowchart showing the procedure of third control processingin the control of correction of the seating posture.

FIG. 22 is a flowchart showing a variation of the procedure of the thirdcontrol processing.

FIG. 23 is a flowchart showing the procedure of fourth controlprocessing in the control of correction of the seating posture.

FIG. 24 is graphs showing the relationship between a body pressuredistribution on a rear side and the position of the center of gravity.

FIG. 25 is a flowchart showing the procedure of fifth control processingin the control of correction of the seating posture.

FIG. 26 is a diagram illustrating a developed configuration of thevehicle seat of the application example.

FIG. 27 is a flowchart showing the procedure of adjustment processing ofa seat position, etc.

FIG. 28 is a table showing the correspondence between parameters of thebuild of the seated passenger and adjustment items of the seat.

FIG. 29 is a perspective view illustrating a bone correction seat.

FIG. 30 is an exploded perspective view of a seat back of the bonecorrection seat.

FIG. 31 is an exploded perspective view of a seat cushion of the bonecorrection seat.

FIG. 32 is a front view illustrating a bone correction seat of the firstmodification.

FIG. 33 is a (first) front view illustrating a variation of the bonecorrection seat of the first modification.

FIG. 34 is a (second) side view illustrating another variation of thebone correction seat of the first modification.

FIG. 35A is a front view illustrating a correction device of the secondmodification.

FIG. 35B is a cross-sectional view along an A-A line of FIG. 35A.

FIG. 36 is a perspective view illustrating a bone correction seat of athird modification.

FIG. 37 is a schematic side view illustrating operation of pad pieces inthe bone correction seat of the third modification.

FIG. 38 is a perspective view of a (first) variation of a pressingpiece.

FIG. 39 is a side view of a (second) variation of the pressing piece.

FIG. 40 is a front view illustrating a curving state of a center regionof each of right and left side portions of the pelvis.

FIG. 41 is a block diagram showing a control system for bone correction.

FIG. 42 is a table showing reference curving state data stored in amemory.

FIG. 43 is a flowchart showing a control flow in bone correction.

FIG. 44 is a display view illustrating an operation image in modeselection.

FIG. 45 is a display view illustrating an operation image when a posturecontrol mode is selected.

FIG. 46 is a flowchart showing a basic flow of a posture controlprocess.

FIG. 47 is a flowchart showing a first developed flow of the posturecontrol process.

FIG. 48 is a flowchart showing a second developed flow of the posturecontrol process.

FIG. 49 is a flowchart showing a third developed flow of the posturecontrol process.

FIG. 50 is a flowchart showing a fourth developed flow of the posturecontrol process.

FIG. 51 is a flowchart showing a fifth developed flow of the posturecontrol process.

FIG. 52 is a flowchart showing a sixth developed flow of the posturecontrol process.

FIG. 53 is a flowchart showing a seventh developed flow of the posturecontrol process.

FIG. 54 is a flowchart showing an eighth developed flow of the posturecontrol process.

FIG. 55 is a flowchart showing a ninth developed flow of the posturecontrol process.

DETAILED DESCRIPTION

A vehicle seat of an embodiment (the present embodiment) of the presentinvention will be described below with reference to drawings. In thedescription below, a “front-to-back direction” indicates thefront-to-back direction of the vehicle seat, and is coincident with arunning direction while a vehicle is running. Moreover, a “widthdirection” indicates the width direction of the vehicle seat, andspecifically indicates the right-to-left direction when the vehicle seatis viewed from the front.

The embodiment described below will be set forth merely as an examplefor the sake of ease of understanding the invention, and is not intendedto limit the present invention. It will be appreciated that changes andmodifications may be made to the present invention without departingfrom the spirit of the present invention and that the present inventionincludes all equivalents. In particular, changes may be optionally madeto, e.g., the shape, material, and arrangement position of eachcomponent described below without departing from the spirit of thepresent invention.

Outline Configuration of Vehicle Seat of the Present Embodiment

First, an outline configuration of a vehicle seat (hereinafter referredto as a “seat S”) of the present embodiment will be described withreference to FIG. 1. FIG. 1 is a view illustrating the outlineconfiguration of the seat S.

The seat S has a basic configuration (except for later-described novelshoulder support portions) in common with a conventional vehicle seat.That is, the seat S includes, as illustrated in FIG. 1, a seat back S1configured to support a seated passenger from the rear, a seat cushionS2 configured to support the buttocks of the seated passenger, and ahead rest S3 configured to support the head of the seated passenger. Theseat back S1 and the seat cushion S2 are configured such that a padmaterial placed in a frame body is covered with a cover material. Thehead rest S3 is configured such that a pad material disposed on a corematerial for the head is covered by a cover material. In addition, thehead rest S3 is supported by head rest pillars hp at an upper endportion of the seat back S1.

The seat S comprises shoulder support portions Sa1 of the seat back S1configured to support the shoulders of the seated passenger.Specifically, when the passenger is seated on the seat S to lean on theseat back S1, the shoulder support portions Sa1 cover around theshoulders of the seated passenger to hold the shoulders. Morespecifically, the mechanism mounted in each shoulder support portion Sa1operates to cause the shoulder support portion Sa1 to contact theshoulder of the seated passenger. Accordingly, force indicated by acharacter F in FIG. 1 acts from the shoulder support portions Sa1 to theshoulders of the seated passenger. Such force F has, as illustrated inFIG. 1, a component acting inward in the width direction and a componentacting downward. Thus, the shoulders of the seated passenger are pressedinward in the width direction, as well as being pressed downward.

As described above, each shoulder of the seated passenger is supportedby a corresponding one of the shoulder support portions Sa1 of the seatback S1, and then, is pressed inward in the width direction anddownward. Thus, displacement movement of the upper body of the seatedpassenger in the width direction and the vertical direction can bereduced. This can stably maintain the posture of the seated passengerwhile the passenger is seated on the seat S.

Internal Structure of Seat Back

Next, the internal structure of the seat back S1 of the seat S includingthe shoulder support portions Sa1 described above will be described withreference to FIGS. 2 to 5. FIG. 2 is a view illustrating theconfiguration of a seat back frame Sf1 of the seat back S1 of the seat Swhen the seat back frame Sf1 is viewed from the front. FIG. 3 is a viewillustrating the state in which a plate member is detached from the seatback frame Sf1 illustrated in FIG. 2. FIG. 4 illustrates, for describingan attachment position of a support plate, the state in which thesupport plate is detached from an upper end portion of the seat backframe Sf1, and the attachment position of the support plate is indicatedby a dashed line in FIG. 4. FIG. 5 is a cross-sectional view along anA-A line of FIG. 4.

For the sake of simplicity in illustrating each component, thecomponents illustrated in FIGS. 2 to 5 are simplified to some extent.For example, in FIG. 5, a pillar position adjustment mechanism 6 isillustrated without the internal structure thereof being shown.

In the seat back S1, the seat back frame Sf1 is provided as illustratedin FIGS. 2 and 3, and various components forming the seat back S1 areattached to the seat back frame Sf1. The seat back frame Sf1 forms theframework of the seat back S1, and is a frame body substantially in arectangular shape as viewed from the front. Specifically, the seat backframe Sf1 includes an upper frame 1 disposed at an upper end of the seatback frame Sf1, a pair of side frames 2 provided respectively at bothends of the seat back frame Sf1 in the width direction, and a lowerconnection frame 3 connecting lower ends of the side frames 2 together.

The upper frame 1 is in an inverted U-shape, and is formed in such amanner that a metal pipe is bent substantially in a U-shape. One endportion of the upper frame 1 is connected to an upper end of one of theside frames 2, and the other end portion of the upper frame 1 isconnected to an upper end of the other side frame 2. That is, the upperframe 1 connects the upper ends of the pair of side frames 2 together.

The head rest S3 is disposed above the upper frame 1. More specifically,the pillar position adjustment mechanism 6 including pillar supportportions 7 configured to support the head rest pillars hp extending froma lower portion of the head rest S3 is provided in the rear of the upperframe 1. The pillar position adjustment mechanism 6 is configured tovertically move, by a not-shown drive mechanism, the positions of thehead rest pillars hp supported by the pillar support portions 7 toautomatically adjust the height of the head rest S3.

In order to hold the pillar position adjustment mechanism 6 describedabove, holding pipes 12 being in the form of square pipe and extendingfrom one end to the other end of the upper frame 1 are attached to theupper frame 1. In the present embodiment, two holding pipes 12 areprovided to be arranged in the vertical direction as illustrated in FIG.4, but the number of holding pipes 12 may be optionally set.

Moreover, as illustrated in FIG. 5, an attachment bracket 13 configuredto attach the pillar position adjustment mechanism 6 is fixed to theholding pipes 12. More specifically, the attachment bracket 13 includesa base portion 13 a to which the pillar position adjustment mechanism 6is attached, and a pair of side portions 13 b extending forwardrespectively from both side ends of the base portion 13 a. A tip end ofeach side portion 13 b is welded to rear surfaces of two holding pipes12, and therefore, the attachment bracket 13 is fixed to the holdingpipes 12.

The pair of side frames 2 form side surfaces of the seat back frame Sf1.The side frames 2 are separated from each other in the right-to-leftdirection to define the width of the seat back S1, and extend in thevertical direction. Each side frame 2 includes, as illustrated in FIGS.2 and 3, a flat plate-shaped side plate 2 a, and a front edge portion 2b bending inward from a front end portion of the side plate 2 a in aU-shape.

Of the surface of each side plate 2 a, the surface positioned on theinside in the width direction is attached to an air cell (hereinafterreferred to as a “side air cell 4”), and the side air cell 4 forms aside support Sa2. The side support Sa2 serves as a movement restrictionportion, and is configured such that air as an example of fluid issupplied to the side air cell 4 to expand the side air cell 4 inward inthe width direction, and as a result, movement of the upper body of theseated passenger in the width direction is restricted. In the presentembodiment, the side support Sa2 is provided at each end portion of theseat back S1 in the width direction, and is disposed substantially atthe same height as that of the abdomen of the seated passenger in thevertical direction. Further, a tube member C1 for supplying andexhausting air is connected to the side air cell 4 forming the sidesupport Sa2.

In the space formed between the pair of side frames 2 in the widthdirection, a pressure receiving plate 5 configured to receive pressuregenerated when the back of the seated passenger leans on the seat backS1 is disposed. The pressure receiving plate 5 is a member made ofresin, and is formed substantially in a T-shape as viewed from thefront. A wider upper end portion of the pressure receiving plate 5bends, at both end portions thereof in the width direction, to extendforward to some extent.

Moreover, the pressure receiving plate 5 is attached to each side frame2 with an elastic connection wire 5 a. More specifically, the connectionwire 5 a is provided to bridge between the pair of side frames 2, andeach end portion of the connection wire 5 a is fixed to a correspondingone of the side frames 2. A middle portion of the connection wire 5 a ishung on a hanging portion (not shown) formed on a rear surface of thepressure receiving plate 5. As a result, the pressure receiving plate 5is disposed in the space formed between the pair of side frames 2.

When the back of the seated passenger leans on the seat back S1 to applypressure to a front surface of the pressure receiving plate 5, theelastic connection wire 5 a warps, and the pressure receiving plate 5moves backward. Accordingly, the upper body of the seated passengermoderately sinks backward. The shape of the pressure receiving plate 5is not limited to that illustrated in, e.g., FIG. 3, and other shapesmay be applicable.

As described above, the seat back S1 of the present embodiment ischaracterized by the shoulder support portions Sa1 supporting theshoulders of the seated passenger to cover around the shoulders. Theinternal structure of the shoulder support portions Sa1 of the presentembodiment includes air cells 10 illustrated in FIG. 3, and a resinplate 20 illustrated in FIG. 2.

The air cells 10 are bags configured to expand when air as an example offluid is supplied into the bags, and two air cells 10 are provided to bearranged in the width direction as illustrated in FIG. 2. Specifically,each air cell 10 is, as viewed from the front, in such a rectangularouter shape that one end portion thereof is in a semicircular shape. Theouter shape of the air cell 10 is not limited as long as the outer shapeof the air cell 10 is a shape elongated in a predetermined direction.Further, in the present embodiment, the air cell 10 configured to expandby supply of air is used as an example of the bag, but a bag configuredto expand by supply of fluid other than air, such as liquid, may beused.

Moreover, two air cells 10 are positioned right above the pressurereceiving plate 5 in the vertical direction, and each air cell 10 isprovided in such an attitude that the longitudinal direction thereofslightly inclines relative to the width direction. Of both ends of eachair cell 10 in the longitudinal direction thereof, the end on theoutside in the width direction protrudes outward from a side end of theseat back frame Sf1 (to be exact, a side end of the upper frame 1) tosome extent as illustrated in FIG. 3.

Further, of both ends of each air cell 10 in the longitudinal directionthereof, the end on the outside in the width direction is, asillustrated in FIG. 3, positioned lower than the end on the inside inthe width direction. In addition, a clearance is formed between two aircells 10 in the width direction, and is positioned at the middle of theseat back S1 in the width direction as illustrated in FIG. 3.

In order to arrange two air cells 10 at the above-described positions, asupport plate 11 is attached to the seat back frame Sf1. The supportplate 11 is a metal plate elongated in the width direction, and isconfigured to support each air cell 10 from the rear. Each side endportion of the support plate 11 extends to reach a corresponding one ofthe side ends of the seat back frame Sf1, and bends backward.

Each air cell 10 is supported in such a manner that two air cells 10 areattached to a front surface of the support plate 11, and specifically, amiddle portion of each air cell 10 in the longitudinal direction thereofis fixed to the support plate 11. Of both end portions of each air cell10 in the longitudinal direction thereof, the end portion on the outsidein the width direction is provided with a not-shown tongue-shapedprotrusion. The tongue-shaped protrusion bends backward along a side endportion of the support plate 11, and is screwed to the side end portionof the support plate 11.

On the other hand, the support plate 11 is attached to a front surfaceof the seat back frame Sf1 to be positioned substantially at the sameheight as that of each joint portion between the upper frame 1 and theside frame 2 in the vertical direction. The attachment position of thesupport plate 11 will be specifically described with reference to FIGS.4 and 5. The support plate 11 contacts, at a rear surface thereof, frontsurfaces of two holding pipes 12 provided for holding the pillarposition adjustment mechanism 6, and is fixed to each holding pipe 12 bywelding. That is, in the present embodiment, the holding pipes 12contact the rear surface of the support plate 11 to function as aholding portion configured to hold the support plate 11.

The support plate 11 is held by the holding pipes 12 provided in therear of the support plate 11 as described above, and therefore, can beproperly held without obstructing the air cells 10. As a result, eachair cell 10 supported by the support plate 11 is favorably maintained atthe preset attachment position. In the present embodiment, the supportplate 11 is held by the holding pipes 12 provided for holding the pillarposition adjustment mechanism 6. That is, in the present embodiment, themember for holding the pillar position adjustment mechanism 6 is alsoused as the member for holding the support plate 11, and therefore, thesupport stiffness of the support plate 11 can be efficiently improved.

A tube member C2 is connected to each air cell 10 as illustrated in FIG.3. The tube member C2 forms the path of air supplied to the air cell 10and exhausted from the air cell 10. The tube member C2 has flexibility,and is provided for each air cell 10.

Each tube member C2 reaches an upper end of the pressure receiving plate5 by way of the rear of the pressure receiving plate 5, and then,extends forward from the top of the pressure receiving plate 5 to beconnected to a corresponding one of the air cells 10. Each tube memberC2 is disposed to pass the middle portion of the seat back 51 where theclearance is formed between two air cells 10 in the width direction.

Specifically, each tube member C2 provided for each air cell 10protrudes from a compressed air supply source (specifically, alater-described compressor 52), and extends toward the air cell 10 byway of the rear of the pressure receiving plate 5. The tube members C2extend, upon passing the rear of the pressure receiving plate 5, fromthe side of the seat back frame Sf1 toward the middle of the pressurereceiving plate 5 in the width direction, and at such a middle position,are tied together with a not-shown clip attached to the rear surface ofthe pressure receiving plate 5. A portion of each tube member C2 fromthe middle of the pressure receiving plate 5 in the width direction tothe air cell 10 extends to pass the middle portion of the seat backframe Sf1 in the width direction.

As described above, in the present embodiment, each tube member C2 isdisposed to pass the middle portion of the seat back S1 in the widthdirection, and in the middle portion, the clearance is formed betweenthe air cells 10. Thus, the space where the clearance is formed betweenthe air cells 10 can be effectively utilized, and therefore, the size ofthe seat back S1 of the seat S can be reduced.

The resin plate 20 is a plate-shaped member disposed in the front of twoair cells 10. The resin plate 20 is provided to expand the area whereforce acts on the shoulders of the seated passenger by expansion of theair cells 10, and is in an outer shape elongated in the verticaldirection as viewed from the front. More specifically, the resin plate20 includes, as illustrated in FIG. 2, a deformable portion 21configured to deform by expansion of the air cells 10, and an extension22 positioned below the deformable portion 21 and extending downward.The deformable portion 21 and the extension 22 are adjacent to eachother, and a groove 23 is linearly formed along the width direction atthe boundary between the deformable portion 21 and the extension 22. Inthe region of the resin plate 20 where the groove 23 is formed, asubstantially-triangular cutout 20 a is, at each end portion of theregion in the width direction, formed to point inward in the widthdirection.

The deformable portion 21 is formed at an upper end portion of the resinplate 20, and is substantially in a hexagonal shape as viewed from thefront. At a middle portion of the deformable portion 21 in the widthdirection, a cutout 24 in an inverted triangular shape is formed topoint downward at an upper end of the deformable portion 21, and theapex of the cutout 24 is positioned slightly below the middle of thedeformable portion 21 in the vertical direction. The deformable portion21 is divided into two portions (specifically, a one-end-side deformablepiece 25 and another-end-side deformable piece 26) with respect to thecutout 24, and the two divided portions, i.e., the one-end-sidedeformable piece 25 and the other-end-side deformable piece 26 areindividually deformable. In other words, the cutout 24 is formed betweenthe deformable pieces 25, 26, and serves as a dividing portionconfigured to divide the deformable pieces 25, 26 from each other.

The one-end-side deformable piece 25 and the other-end-side deformablepiece 26 are positioned in the rear of the shoulders of the seatedpassenger when the back of the seated passenger leans on the seat backS1. To be exact, the one-end-side deformable piece 25 serves as a firstportion positioned in the rear of one of the shoulders of the seatedpassenger, and the other-end-side deformable piece 26 serves as a secondportion positioned in the rear of the other shoulder of the seatedpassenger.

Each of the one-end-side deformable piece 25 and the other-end-sidedeformable piece 26 is positioned right in the front of a correspondingone of the air cells 10, and deforms to curve along a corresponding oneof the shoulders of the seated passenger and to cover around theshoulder when the corresponding one of the air cells 10 expands.Accordingly, the shoulder support portions Sa1 of the seat back S1 holdthe shoulders of the seated passenger, and therefore, the posture of theseated passenger is stably maintained.

Each air cell 10 contacts a rear surface of a corresponding one of thedeformable pieces 25, 26, and expands in such a contact state. The aircells 10 expand to cause force from the air cells 10 to act on theshoulders of the seated passenger. In this state, the force acting areais expanded by the deformable portion 21, and as a result, the shouldersof the seated passenger are held across a large area.

That is, the area of a front surface of each of the deformable pieces25, 26 of the deformable portion 21 is larger than a contact areabetween the air cell 10 and the deformable piece 25, 26. Thus, the forcegenerated by expansion of the air cells 10 acts on the shoulders of theseated passenger across a larger area. Since the acting area of theforce generated by expansion of the air cells 10 is expanded by theresin plate 20, the shoulders of the seated passenger can be properlyheld even if relatively-small air cells 10 are used. In particular, inthe present embodiment, the deformable portion 21 of the resin plate 20is wider than the other portion (specifically, the extension 22) of theresin plate 20, and therefore, the acting area of the force generated byexpansion of the air cells 10 can be more easily expanded.

Moreover, in the present embodiment, the one-end-side deformable piece25 and the other-end-side deformable piece 26 are individuallydeformable as described above. Thus, in the seat S, the shoulders of theseated passenger can be individually held, and as a result, the forcefor holding the shoulders of the seated passenger to stably maintain theposture of the seated passenger can be adjusted separately for the rightand left shoulders.

A middle portion of each of the deformable pieces 25, 26 in the verticaldirection is widest, and the middle portion is positioned right in thefront of a corresponding one of the air cells 10 as illustrated in FIG.2. Of both ends of each air cell 10 in the longitudinal directionthereof, the end on the outside in the width direction protrudes, tosome extent, outward from a corresponding one of the deformable pieces25, 26 as illustrated in FIG. 2. Of an outer edge of each of thedeformable pieces 25, 26, the portion positioned at the outer end in thewidth direction curves substantially in an arc shape along the shoulderof the seated passenger, and inclines to extend downward toward theoutside in the width direction.

The extension 22 is a portion of the resin plate 20 from the middle ofthe resin plate 20 in the vertical direction to a lower end of the resinplate 20. The extension 22 (to be exact, a lower end portion of theextension 22) is positioned in the rear of the waist of the seatedpassenger when the back of the seated passenger leans on the seat backS1. Moreover, in the seat S, the deformable portion 21 and the extension22 are integrally connected together, and specifically, is anintegrally-molded product. Thus, when the air cells 10 expand, the areawhere force acts on the shoulders of the seated passenger expands, andtherefore, the waist of the seated passenger can be also held. In thepresent embodiment, the extension 22 is in an arch shape slightlycurving in the vertical direction. Thus, when the extension 22 pushesthe waist of the seated passenger forward, the waist of the seatedpassenger can be properly pushed at a relatively-gentle surface.

As illustrated in FIG. 2, the extension 22 is narrower than thedeformable portion 21, and is narrower than the clearance between thepair of side supports Sa2 (to be exact, the clearance between the sideair cells 4) provided respectively at both end portions of the seat backS1 in the width direction. In placement of the resin plate 20, theextension 22 is disposed between the pair of right and left sidesupports Sa2 in the width direction. Thus, in the seat S, contactbetween the resin plate 20 and each side support Sa2 is reduced, and theshoulders and waist of the seated passenger can be properly held usingthe resin plate 20.

Positional Relationship Between Air Cell 10 and Resin Plate 20

Each air cell 10 is positioned in the rear of the deformable portion 21of the resin plate 20. To be exact, each air cell 10 is positioned inthe rear of a corresponding one of the deformable pieces 25, 26.Specifically, one of the air cells 10 is positioned right in the rear ofthe one-end-side deformable piece 25, and the other air cell 10 ispositioned right in the rear of the other-end-side deformable piece 26.Each air cell 10 expands while contacting the rear surface of acorresponding one of the deformable pieces 25, 26. This deforms thedeformable pieces 25, 26, and therefore, the shoulder support portionsSa1 of the seat back S1 hold the shoulders of the seated passenger tocover around the shoulders.

In order that the resin plate 20 may deform by expansion of the aircells 10 to cover around the shoulders of the seated passenger, thepositional relationship between each air cell 10 and the resin plate 20is adjusted. The positional relationship between each air cell 10 andthe resin plate 20 will be described below with reference to FIG. 6.FIG. 6 is a view illustrating the positional relationship between eachair cell 10 and the resin plate 20. For the sake of simplicity inexplanation, only the air cells 10 and the resin plate 20 areillustrated in FIG. 6.

The positional relationship between the one-end-side deformable piece 25and the air cell 10 is the horizontally-reversed positional relationshipbetween the other-end-side deformable piece 26 and the air cell 10.Thus, only the positional relationship between the one-end-sidedeformable piece 25 and the air cell 10 will be described below.

As illustrated in FIG. 6, the center position of the air cell 10 isabove the center position of the one-end-side deformable piece 25, andis on the outside of the center position of the one-end-side deformablepiece 25 in the width direction. The “center position of the air cell10” indicates the position at the middle of the air cell 10 in thelongitudinal direction thereof and at the middle of the air cell 10 inthe height direction thereof. Moreover, the “center position of theone-end-side deformable piece 25” indicates the position at the middleof the one-end-side deformable piece 25 in the width direction and atthe middle of the one-end-side deformable piece 25 in the verticaldirection. One end of the one-end-side deformable piece 25 in the widthdirection corresponds to the outermost portion of the one-end-sidedeformable piece 25 in the width direction, and the other end of theone-end-side deformable piece 25 in the width direction corresponds tothe position of the apex of the cutout 24 described above (in otherwords, the middle of the deformable portion 21 in the width direction).

The tube member C2 for supplying and exhausting air as described aboveis connected to the position substantially coincident with the centerposition of the air cell 10 as viewed from the front. Thus, the air cell10 expands starting preferentially from the center position of the aircell 10. Thus, when the air cell 10 expands, a portion of theone-end-side deformable piece 25 positioned on the outside in the widthdirection selectively deforms. That is, the one-end-side deformablepiece 25 deforms such that the portion of the one-end-side deformablepiece 25 on the outside in the width direction is positioned moreforward than a portion of the one-end-side deformable piece 25 on theinside in the width direction.

Since the one-end-side deformable piece 25 deforms as described above,one end portion of the shoulder support portion Sa1 of the seat back S1on the outside in the width direction moves, as illustrated in FIG.7(A), more forward than the other end portion of the shoulder supportportion Sa1 of the seat back S1 on the inside in the width direction.Accordingly, force acts on the shoulder of the seated passenger from theseat back S1 toward the inside in the width direction, and then, theshoulder of the seated passenger is pushed by the shoulder supportportion Sa1 toward the inside in the width direction. As a result,displacement movement of the upper body of the seated passenger in thewidth direction can be reduced, and therefore, the posture of the seatedpassenger can be stably maintained.

FIG. 7A is a view illustrating the state in which the shoulder supportportion Sa1 of the seat back S1 supports the shoulder of the seatedpassenger, and illustrates the cross section of the shoulder supportportion Sa1 along the horizontal plane.

The portion of the one-end-side deformable piece 25 on the outside inthe width direction corresponds to one end portion of the shouldersupport portion Sa1 on the outside in the width direction, and theportion of the one-end-side deformable piece 25 on the inside in thewidth direction corresponds to one end portion of the shoulder supportportion Sa1 on the inside in the width direction.

When the air cell 10 expands, the portion of the one-end-side deformablepiece 25 on the outside in the width direction selectively deforms asdescribed above. In particular, deformation occurs such that an upperregion of the selectively-deformed portion is positioned more forwardthan a lower region of the selectively-deformed portion. This is becausethe center position of the air cell 10 including an air supply/exhaustport is positioned above the center position of the one-end-sidedeformable piece 25.

When one end portion of the shoulder support portion Sa1 on the outsidein the width direction moves, by deformation of the one-end-sidedeformable piece 25 as described above, more forward than the other endportion of the shoulder support portion Sa1 on the inside in the widthdirection, an upper portion of the above one end portion moves moreforward than a lower portion of the above one end portion as illustratedin FIG. 7B. Thus, the force acting on the shoulders of the seatedpassenger from the seat back S1 has a component acting inward in thewidth direction, and a component acting downward. Accordingly, theshoulders of the seated passenger are pushed inward in the widthdirection, and are also pushed downward. As a result, upwarddisplacement movement of the upper body of the seated passenger can bereduced, and the posture of the seated passenger can be more stablymaintained.

FIG. 7B is a view illustrating the state in which the shoulder supportportion Sa1 of the seat back S1 supports the shoulder of the seatedpassenger, and illustrates the cross section of the shoulder supportportion Sa1 along the vertical plane.

In the present embodiment, arrangement of the air cells 10 is set toproper arrangement for the purpose of assisting the outer portion of theone-end-side deformable piece 25 in the width direction in selectivelydeforming by expansion of the air cells 10. Specifically, of both endsof each air cell 10 in the longitudinal direction thereof, the end onthe outside in the width direction is positioned lower than the end onthe inside in the width direction. This is intended for the shoulders ofa typical seated passenger. Since the air cells 10 are arranged suchthat each air cell 10 extends downward toward the outside in the widthdirection as the shoulder of the seated passenger extends, the shouldersupport portions Sa1 of the seat back S1 support the shoulders of theseated passenger to cover around the shoulders. As a result, the postureof the passenger seated on the seat S is further stabilized.

Further, in the present embodiment, as illustrated in FIGS. 2 and 6, theend of each air cell 10 on the outside in the width direction protrudes,to some extent, outward from the end of the one-end-side deformablepiece 25 on the outside in the width direction. Such arrangement furtherfacilitates deformation of the portion of the one-end-side deformablepiece 25 on the outside in the width direction, and therefore, theposture of the seated passenger can be easily stabilized.

In addition, in the present embodiment, a greater portion of the aircell 10 is, as illustrated in FIG. 6, positioned between an upper endposition of the one-end-side deformable piece 25 and a middle positionof the one-end-side deformable piece 25 in the vertical direction asviewed from the front. Such arrangement facilitates deformation of theportion of the deformable piece 25 on the outside in the width directionsuch that the upper region of the outer portion is positioned moreforward than the lower region of the outer portion, and therefore, theposture of the seated passenger can be more easily stabilized.

Moreover, in the present embodiment, the shape of the resin plate 20 isset to a suitable shape for the purpose of assisting the shouldersupport portions Sa1 of the seat back S1 in covering and supporting theshoulders of the seated passenger. Specifically, of the outer edge ofeach of the deformable pieces 25, 26 provided at the deformable portion21 of the resin plate 20, the portion positioned at the outer end in thewidth direction inclines to extend downward toward the outside in thewidth direction along the shoulder of the seated passenger. Since theportion of the resin plate 20 positioned in the rear of the shoulder ofthe seated passenger is in a shape along the shoulder of the seatedpassenger as described, the advantage that the shoulder support portionsSa1 support the shoulders of the seated passenger to cover around theshoulders is more effectively provided. As a result, the posture of thepassenger seated on the seat S is further stabilized.

Modifications in Holding of Air Cells

In the above-described embodiment, the support plate 11 configured tosupport the air cells 10 from the rear is provided. Moreover, in theabove-described embodiment, the support plate 11 is held by the holdingpipes 12, in the form of square pipes, attached to the seat back frameSf1 to hold the pillar position adjustment mechanism 6. Theconfiguration of holding the air cells 10 is not limited to that of theabove-described embodiment, and other configurations may be employed.Modifications in holding of the air cells 10 will be described belowwith reference to FIGS. 8 and 9. FIGS. 8 and 9 are views illustratingconfigurations of vehicle seats of the modifications, and eachillustrate a seat back frame Sf1 different from that of theabove-described embodiment in the configuration of holding the air cells10.

First, a first modification illustrated in FIG. 8 will be described.Instead of proving the holding pipes 12 described above, rod-shapedmembers 14 made of metal having a relatively-high stiffness are used.The rod-shaped members 14 extend downward from a horizontal portion ofthe upper frame 1, and are provided in a pair to be separated from eachother in the right-to-left direction. An upper end portion of eachrod-shaped member 14 is fixed to the upper frame 1, and a lower endportion of each rod-shaped member 14 is fixed to a fixing portion (notshown) provided on the rear surface of the pressure receiving plate 5.

Elastic wires 15 bridge between the rod-shaped members 14 along thewidth direction. The plurality of wires 15 are arranged at regularpitches in the vertical direction. In the first modification, thesupport plate 11 is attached to front surfaces of the plurality of wires15, and specifically, is attached to an attachment position indicated bya dashed line in FIG. 8.

Next, a second modification illustrated in FIG. 9 will be described.Instead of providing the support plate 11 and the holding pipes 12, amodified pressure receiving plate 16 is provided. The pressure receivingplate 16 is formed to upwardly expand to some extent as compared to thepressure receiving plate 5 used in the above-described embodiment. Inthe state in which the pressure receiving plate 16 of the presentmodification is attached to the seat back frame Sf1, an upper end of thepressure receiving plate 16 is positioned slightly above the arrangementpositions of the air cells 10.

In the second modification, the air cells 10 are, as illustrated in FIG.9, attached not to the support plate 11 but to an upper end portion ofthe pressure receiving plate 16 of the present modification, andspecifically, are attached to attachment positions indicated by dashedlines in FIG. 9. With such a configuration, the number of components isreduced because the support plate 11 is not used, and assembly of theseat back frame Sf1 is simpler.

Application Example

The vehicle seat described so far is configured such that the shouldersupport portions Sa1 of the seat back S1 cover around the shoulders ofthe seated passenger to support the shoulders when the passenger isseated. Such a configuration may be applicable to provide a vehicle seat(hereinafter referred to as an “application seat XS”) configured tocorrect the posture of the passenger while the passenger is seated. Theconfiguration, etc., of the application seat XS as an applicationexample of the present invention will be described below.

First, a basic configuration of the application seat XS will bedescribed with reference to FIG. 10. FIG. 10 is a view illustrating thebasic configuration of the application seat XS.

The configuration of the vehicle seat (i.e., the seat S) of theabove-described embodiment is employed for the application seat XS, andspecifically, a seat back XS1 includes shoulder supports Xa1 equivalentto the shoulder support portions Sa1. Each shoulder support Xa1 includesthe air cell 10, and has a function to push the shoulder of the seatedpassenger inward in the width direction and downward by expansion of theair cell 10.

The application seat XS further includes side supports Xa2 providedrespectively at both end portions of the seat back XS1 in the widthdirection. Each side support Xa2 has a configuration similar to that ofthe side support Sa2 provided at the vehicle seat of the above-describedembodiment. That is, each side support Xa2 provided at the applicationseat XS includes an air cell (the side air cell 4), and is configured topush the upper body of the seated passenger inward in the widthdirection by expansion of the side air cell 4.

In addition to the shoulder supports Xa1 and the side supports Xa2, theapplication seat XS further includes a portion in which an air cell isprovided. Specifically, as illustrated in FIG. 10, a lumber support Xa3is provided at a portion of the seat back XS1 contacting the waist ofthe seated passenger. The lumber support Xa3 includes a waist air cell8, and is configured to press the waist of the seated passenger forwardby expansion of the waist air cell 8.

Side cushion supports Xa4 are provided respectively at both end portionsof a seat cushion XS2 of the application seat XS in the width direction.Each side cushion support Xa4 includes a side air cell (hereinafterreferred to as a “cushion air cell 9”) for cushion, and is configured topush the femoral region of the seated passenger inward in the widthdirection by expansion of the cushion air cell 9.

An ottoman portion Xa5 serving as a knee support portion configured tosupport the knees of the legs of the seated passenger is provided at afront end portion of the seat cushion XS2 of the application seat XS.The ottoman portion Xa5 includes an air cell (an ottoman air cell 30)disposed at a front end of the seat cushion XS2, and supports the kneesof the legs of the seated passenger from the below when the ottoman aircell 30 expands.

If the knees of the legs of the seated passenger are placed on theottoman air cell 30 and are supported by the ottoman air cell 30, thereis a difference in expansion degree between each portion of the ottomanair cell 30 on which the knee is placed and the other portion of theottoman air cell 30. This leads to unstable force for supporting theknees of the legs of the seated passenger, and therefore, the kneescannot be properly supported.

For such reasons, as illustrated in FIGS. 11 and 12, a belt-shapedsupport member 31 is disposed in the front of the ottoman air cell 30 inthe ottoman portion Xa5 of the application seat XS. FIGS. 11 and 12 areviews illustrating the ottoman portion Xa5 configured to support theknees of the legs of the seated passenger when a front end portion of acushion frame Xf2 forming the seat cushion XS2 is viewed from the side.

The support member 31 is attached to the front end portion of the seatcushion XS2 of the application seat XS, and is formed of a plurality ofsupport pieces 31 a connected together. Each support piece 31 a isformed of a substantially-strip-shaped metal plate elongated in thewidth direction. In the support member 31, adjacent ones of the supportpieces 31 a are connected together with hinges such that one supportpiece 31 a is rotatable relative to another support pieces 31 a.

When the ottoman air cell 30 expands, the support member 31 moves to asupport position (the position of the support member 31 illustrated inFIG. 12) at which the knees of the legs of the seated passenger aresupported at front surface of each support piece 31 a. On the otherhand, when the ottoman air cell 30 contracts, the support member 31moves to a standby position (the position of the support member 31illustrated in FIG. 11) at which the support member 31 stands by in asuspending state at a front portion of the seat cushion XS2.

With the ottoman portion Xa5 configured as described above, the knees ofthe legs of the seated passenger can be supported at a flat surface,more specifically at the front surfaces of the support pieces 31 a, whenthe ottoman air cell 30 expands to support the knees of the legs of theseated passenger. As a result, the state in which the knees of the legsof the seated passenger are stably supported can be well maintained.

Arrangement of Various Sensors in Application Seat XS

The application seat XS includes, at plural positions thereof, themovable portions with the air cells as described above. When thepassenger is seated on the application seat XS, each movable portion isautomatically activated. Accordingly, the back and femoral regions ofthe body of the seated passenger are pressed, and then, the posture ofthe seated passenger is corrected. In other words, the passenger isseated on the application seat XS so that a curving state of the bonesof the seated passenger can be actively corrected. The “curving state ofthe bones” described herein is an indicator for a three-dimensional bonestructure, such as a bone shape and bone misalignment or distortion. Inthe present embodiment, as illustrated in FIG. 13, the curvature ofarc-shaped bones in each region (each of regions with referencecharacters A to G in FIG. 13) indicates the curving state. FIG. 13 is aview illustrating the curving state of the bones of the seatedpassenger.

In correction of the posture of the seated passenger by the applicationseat XS, an initial posture of the seated passenger, i.e., an initialcurving state of the bones of the seated passenger, needs to bedetected. For such a reason, a posture measurement sensor is disposed ateach of the seat back XS1 and the seat cushion XS2 of the applicationseat XS. Arrangement of the posture measurement sensors will bedescribed below with reference to FIGS. 14 to 16. FIG. 14 is a viewillustrating an example of arrangement of the posture measurementsensors in the seat back XS1. FIG. 15 is a schematic cross-sectionalview along a D-D line of FIG. 14. FIG. 16 is a view illustrating anattachment state of the posture measurement sensors in the seat cushionXS2, and is also a schematic cross-sectional view of the seat cushionXS2 along the vertical plane.

In the application seat XS, a shape sensor 40 illustrated in FIG. 14 isused as one of the posture measurement sensors. The shape sensor 40 isformed of a shape-sensing optical fiber, and has flexibility. The shapesensor 40 is configured to bend along the curving shape of the bones ofthe seated passenger to detect the posture of the seated passenger.Specifically, when the shape sensor 40 bends in an arch shape along theback of the body of the passenger seated on the application seat XS, therefractive index of light at each portion of the shape sensor 40changes. The shape sensor 40 is connected to a not-shown circuit boardvia, e.g., a connector or a cable, and outputs a signal corresponding tothe change in the refractive index of light to the circuit board. Then,in the circuit board, the three-dimensional shape of the shape sensor 40such as twisting or bending of the shape sensor 40 is specified based onthe signal output from the shape sensor 40, and the posture of theseated passenger is determined based on the identification result.

The shape sensor 40 is, as illustrated in FIG. 14, disposed at themiddle of the application seat XS in the width direction to properlybend along the bones (e.g., the spine) of the seated passenger.

In addition to the shape sensor 40 described above, body pressuresensors 41 as other posture measurement sensors are used at the seatback XS1 of the application seat XS. Each body pressure sensor 41 is inthe form of a substantially-strip-shaped film, and includes a detector41 a as a sensor body and a transmission line 41 b for transmitting asignal output from the detector 41 a. The detector 41 a is configured todetect a pressure (a body pressure) applied when the passenger is seatedon the application seat XS to output a signal corresponding to themagnitude of the body pressure. The transmission line 41 b is drawn froma front surface to a rear surface of the seat back XS1.

The body pressure sensors 41 are arranged at such positions in the widthdirection that the shape sensor 40 is avoided. Specifically, theplurality of body pressure sensors 41 in a horizontally-orientedattitude are arranged in the vertical direction at the side of the shapesensor 40 as illustrated in FIG. 14. More specifically, the bodypressure sensors 41 are arranged at such positions that the distributionof the body pressure in the vicinity of the shoulders of the seatedpassenger, the distribution of the body pressure in the entirety of theback of the seated passenger, and the distribution of the body pressurein the vicinity of the waist of the seated passenger can be measured.

Each body pressure sensor 41 is interposed between a pad material XP1and a cover material, the pad material XP1 and the cover materialforming the seat back XS1. The pad material XP1 is made of, e.g.,urethane, and includes a flat portion Pa1 at a middle portion in thewidth direction and projections Pb1 at both end portions in the widthdirection. An insertion groove Pc1 into which the cover material isinserted is, in the height direction of the pad material XP1 (thevertical direction of the seat), formed between the flat portion Pa1 andeach projection Pb1.

The transmission line 41 b of the body pressure sensor 41 is drawn fromthe front surface to the rear surface of the seat back XS1 as describedabove, and a line-drawing path is preferably the shortest possible. Inaddition, the line-drawing path of the transmission line 41 b needs tobe set such that a passenger's feeling of discomfort due to providingthe transmission lines 41 b is reduced to the minimum possible.

For such reasons, in the application seat XS, though-holes reaching arear surface of the pad material XP1 are formed at several positions ofthe insertion grooves Pc1, and each transmission line 41 b is, asillustrated in FIG. 15, drawn to the rear surface of the pad materialXP1 through the hole. This reduces the passenger's feeling of discomfortdue to providing the transmission lines 41 b. The positions of theabove-described holes are formed at the insertion grooves Pc1 arepreferably determined corresponding to the arrangement positions of thebody pressure sensors 41, and for example, may be the positions adjacentrespectively to the body pressure sensors 41.

Arrangement of the sensors of the seat cushion XS2 of the applicationseat XS will be described. In the seat cushion XS2, capacitance sensors42 as other posture measurement sensors are used in addition to theshape sensor 40 described above. Each capacitance sensor 42 is drawn toa lower surface of the seat cushion XS2. For such a configuration,through-holes reaching the lower surface of the seat cushion XS2 areformed at a pad material XP2 forming the seat cushion XS2 as illustratedin FIG. 16, and each capacitance sensor 42 is drawn to the lower surfaceof the seat cushion XS2 through the corresponding hole.

Typically in attachment of the capacitance sensors 42 to the seatcushion XS2, each capacitance sensor 42 is bonded to an upper surface ofthe pad material XP2. However, in such an attachment method, thecapacitance sensors 42 may be damaged due to an excessive load appliedto the capacitance sensors 42 when the passenger is seated. Moreover,since the capacitance sensors 42 are on the upper surface of the padmaterial XP2, a feeling of discomfort may be provided to the passengerseated on the seat. In addition, upon placement of a component such as aheater on the surface of the pad material XP2, the area for theplacement of the component is limited due to the placement of thecapacitance sensors 42.

For such reasons, in the application seat XS, the capacitance sensors 42are embedded in the pad material XP2 as illustrated in FIG. 16. Morespecifically, after a lower portion of the pad material XP2 is formed,the capacitance sensors 42 are bonded to a surface (an upper surface) ofthe portion. Then, an upper portion of the pad material XP2 is formed.With such a configuration, in the application seat XS, the problems inbonding of the capacitance sensors 42 to the upper surface of the padmaterial XP2 are solved.

In order to form the upper portion of the pad material XP2 after thecapacitance sensors 42 are bonded, the upper portion of the pad materialXP2 may be prepared as a separate member, and after the capacitancesensors 42 are bonded, the upper portion of the pad material XP2 as theseparate member may be bonded to the lower portion of the pad materialXP2. Alternatively, the lower portion of the pad material XP2 to whichthe capacitance sensors 42 are bonded may be placed in a not-shown moldagain, and then, the upper portion of the pad material XP2 may be moldedin the manner of insert molding. That is, the upper and lower portionsof the pad material XP2 may be integrally molded.

The posture measurement sensors described so far are mounted in theapplication seat XS, and posture measurement using the above-describedsensors automatically begins, e.g., when the passenger is seated. In theapplication seat XS, weight sensors for measuring the weight of theseated passenger are further provided one by one respectively on thefront, rear, right, and left sides. Weight measurement using the weightsensors is performed at the same time as posture measurement.

Control of Correction of Seating Posture

The above-described configuration allows the application seat XS tocorrect the posture of the seated passenger (i.e., the curving state ofthe bones of the seated passenger). The control of correction of theseating posture by the application seat XS will be described below indetail.

Control Configuration

First, the configuration of the system for controlling correction of theseating posture will be described with reference to FIG. 17. FIG. 17 isa block diagram illustrating the configuration of the system forcontrolling correction of the seating posture.

The system (hereinafter referred to as a “control system CS”) forcontrolling correction of the seating posture includes, as illustratedin FIG. 17, the above-described sensor group, a controller 50, themovable portions mounted in the application seat XS and each includingthe air cell, and a drive mechanism configured to drive the movableportions. The “movable portions” described herein includes, as describedabove, the shoulder supports Xa1, the side supports Xa2, the lumbersupport Xa3, the side cushion supports Xa4, and the ottoman portion Xa5.

The control system CS further includes a pillar position adjustmentmechanism 51. The pillar position adjustment mechanism 51 is mounted inthe application seat XS, and is configured to adjust the positions ofthe head rest pillars hp in the vertical direction and the front-to-backdirection. The pillar position adjustment mechanism 51 adjusts thepositions of the head rest pillars hp to change the position of a headrest XS3 in the vertical direction and the front-to-back direction.

The control system CS further includes a tilt mechanism 55. The tiltmechanism 55 is mounted in the seat cushion XS2 of the application seatXS, particularly in the front end portion of the seat cushion XS2supporting the femoral regions of the seated passenger. The tiltmechanism 55 is configured to adjust a seating surface angle of thefront end portion.

The sensor group includes, e.g., the posture measurement sensors and theweight sensors, these sensors being mounted in the application seat XS.For the passenger seated on the application seat XS, the sensor groupcan measure the following: the curving state of the bones; a pressuredistribution in the vicinity of the shoulders; a pressure distributionat each portion of the back; a pressure distribution in the vicinity ofthe waist; a pressure distribution across the area from the buttocks toback portions of the knees; and the weight of the passenger.

The controller 50 includes an electronic control unit (ECU) mounted in avehicle, and is configured to receive signals output from the sensors tocalculate various index values on the posture of the seated passenger.For example, the controller 50 calculates the position of the center ofgravity of the seated passenger based on the measurement result on thepressure distribution at the back of the seated passenger.

The controller 50 further controls, based on the calculated values, themovable portions mounted in the application seat XS and each includingthe air cell, as well as controlling the pillar position adjustmentmechanism 51. Specifically, the movable portions with the air cells areoperated by operation of the drive mechanism. The “drive mechanism”described herein includes the compressor 52, air supply lines 53(specifically, the paths formed by the above-described tube members C1,C2) connected to the compressor 52, and solenoid valves 54 providedrespectively at the air supply lines 53. The air supply line 53 isprovided for each air cell, and a terminal end portion of the air supplyline 53 is connected to the air cell. Moreover, the solenoid valve 54 isprovided for each air cell (i.e., for each air supply line 53).

The controller 50 controls ON/OFF of the compressor 52 andopening/closing of the solenoid valves 54 to control the degree ofexpansion of each air cell. Moreover, the controller 50 controls ON/OFFof a not-shown drive mechanism mounted in the pillar position adjustmentmechanism 51, thereby controlling the pillar position adjustmentmechanism 51 such that the head rest pillars hp reach target positions.Further, the controller 50 controls ON/OFF of a not-shown drivemechanism mounted in the tilt mechanism 55, thereby controlling the tiltmechanism 55 such that the seating surface angle of the front endportion of the seat cushion XS2 reaches a predetermined angle.

Flow in Control of Correction of Seating Posture

Next, a flow in the control of correction of the seating posture will bedescribed with reference to FIG. 18. FIG. 18 is a flowchart showing theoutline of the flow in the control of correction of the seating posture.

Correction of the seating posture is, as illustrated in FIG. 18,controlled in the order of cushion control processing S001, waistcontrol processing S002, shoulder control processing S003, and head restposition control processing S004. Each control processing will beseparately described below.

(1) Cushion Control Processing S001

The cushion control processing S001 includes control processing(hereinafter referred to as “seating surface pressure distributionoptimizing processing”) for optimizing the pressure distribution acrossthe area from the buttocks to the back portions of the knees, andcontrol processing (hereinafter referred to as “gravity centercorrection processing”) for moving the center of gravity of the seatedpassenger to a regular position.

The seating surface pressure distribution optimizing processing will bedescribed. This processing is performed by the procedure illustrated inFIG. 19. FIG. 19 is a flowchart showing the procedure of the seatingsurface pressure distribution optimizing processing.

The seating surface pressure distribution optimizing processing startsfrom measurement of a seating surface pressure distribution, i.e., thepressure distribution across the area from the buttocks to the backportions of the knees, when the passenger is seated on the applicationseat XS (S011). After measurement, the controller 50 calculates theindex value on the seating surface pressure distribution (S012). Theindex value on the seating surface pressure distribution is not limited,and an example thereof is that the maximum pressure and the minimumpressure in the measured seating surface pressure distribution arespecified to calculate the difference between the maximum pressure andthe minimum pressure.

Subsequently, the controller 50 controls the tilt mechanism 55 such thatthe seating surface angle of the front end portion of the seat cushionXS2 changes by a predetermined degree (S013). Then, the following stepsare repeated such that the above-described difference is minimized: thestep S011 for measuring the seating surface pressure distribution; thestep S012 for calculating the difference between the maximum and minimumpressures in the seating surface pressure distribution; and the stepS013 for controlling the tilt mechanism 55. Finally, when theabove-described difference reaches the minimum value (S014), the seatingsurface pressure distribution optimizing processing is completed.

Next, the gravity center correction processing will be described. Thisgravity center correction processing is performed by the procedureillustrated in FIG. 20. FIG. 20 is a flowchart showing the procedure ofthe gravity center correction processing.

Specifically, the gravity center correction processing starts frommeasurement of the seating surface pressure distribution when thepassenger is seated on the application seat XS (S021). Aftermeasurement, the controller 50 calculates a seating surface pressurebalance, i.e., a displacement of the center of gravity, based on themeasurement result (S022).

The procedure for calculating the displacement of the center of gravitybased on the measurement result of the seating surface pressuredistribution is not limited specifically, and an example thereof is thatthe measured seating surface pressure distribution is divided into rightand left portions with respect to the middle of the seat in the widthdirection, and then, an average in the left pressure distribution and anaverage in the right pressure distribution are calculated. Thedifference between the calculated averages is taken as the displacementof the center of gravity.

After the displacement of the center of gravity is calculated, thecontroller 50 controls the compressor 52 and the solenoid valves 54 suchthat the air cells (the cushion air cells 9) of the side cushionsupports Xa4 expand by a predetermined degree (S023). Then, thefollowing steps are repeated until the displacement of the center ofgravity is eliminated, i.e., the seating surface pressure exhibits asubstantially-symmetrical distribution: the step S021 for measuring theseating surface pressure distribution; the step S022 for calculating thedisplacement of the center of gravity; and the step S023 for activatingthe side cushion supports Xa4. Finally, when the displacement of thecenter of gravity is eliminated (S024), the gravity center correctionprocessing is completed.

(2) Waist Control Processing S002

The waist control processing S002 includes control processing(hereinafter referred to as “body pressure distribution optimizingprocessing”) for optimizing a body pressure distribution at the back ofthe seated passenger, and control processing (hereinafter referred to as“second gravity center correction processing”) for moving the center ofgravity of the seated passenger to the regular position.

The body pressure distribution optimizing processing will be described.This processing is performed by the procedure illustrated in FIG. 21.FIG. 21 is a flowchart showing the procedure of the body pressuredistribution optimizing processing.

The body pressure distribution optimizing processing starts frommeasurement of the body pressure distribution at the back of the seatedpassenger when the passenger is seated on the application seat XS(S031). After measurement, the controller 50 controls the compressor 52and the solenoid valve 54 such that the air cell (the waist air cell 8)of the lumber support Xa3 expands by a predetermined degree (S032).These steps S031, S032 (i.e., measurement of the body pressuredistribution at the back of the seated passenger and activation of thelumber support Xa3) are repeated until the lumber support Xa3 reachesthe operation limit thereof, more clearly until the degree of expansionof the waist air cell 8 reaches the maximum degree (S033).

An optimal body pressure distribution is determined based on themeasurement result of the body pressure distribution measured while theoperation amount of the lumber support Xa3 is changed (S034). Theprocedure for determining the optimal body pressure distribution is notlimited specifically, and an example thereof is that the measured bodypressure distribution at the back of the seated passenger is dividedinto a distribution at an upper portion of the back, a distribution at amiddle portion of the back, and a distribution at a lower portion of theback to calculate an average of a body pressure at each portion of theback. Of the calculated three averages, the difference between themaximum value and the minimum value is obtained. The body pressuredistribution with the minimum difference is set as the optimal bodypressure distribution.

When the optimal body pressure distribution is determined, thecontroller 50 sets, as a target amount, the operation amount of thelumber support Xa3 taken when the same measurement result as that of theoptimal body pressure distribution is obtained (S035). Subsequently, thecontroller 50 controls the compressor 52 and the solenoid valve 54 suchthat the operation amount of the lumber support Xa3 reaches the targetamount (S036). Finally, when the operation amount of the lumber supportXa3 reaches the target amount (S037), the body pressure distributionoptimizing processing is completed.

The body pressure distribution optimizing processing may be performednot only by the procedure illustrated in FIG. 21 but also by theprocedure illustrated in FIG. 22. FIG. 22 is a flowchart showing amodification in the procedure of the body pressure distributionoptimizing processing.

More specifically, in the modification, the body pressure distributionoptimizing processing starts from measurement of a body pressuredistribution at a pelvis portion of the back of the seated passengerwhen the passenger is seated on the application seat XS (S041). Aftermeasurement, the controller 50 controls the compressor 52 and thesolenoid valve 54 such that the waist air cell 8 expands by apredetermined degree (S042). These steps S041, S042 (i.e., measurementof the body pressure distribution at the pelvis portion and activationof the lumber support Xa3) are repeated until the body pressuredistribution at the pelvis portion reaches a target body pressuredistribution (S043). The “target body pressure distribution” describedherein is an ideal body pressure distribution at the pelvis portion, andspecifically, is clearly defined by statistical data or experiments.

After the body pressure distribution at the pelvis portion reaches thetarget body pressure distribution, the weight of the seated passenger ismeasured (S044), and then, the controller 50 further calculates a targetpressure based on the weight measurement result (S045). The “targetpressure” described herein is an ideal body pressure at a predeterminedportion (specifically, a portion called “T9” in the field of anatomy) ofthe spine of a seated passenger. The procedure for calculating thetarget pressure based on the weight is not limited specifically, and anexample thereof is that the correlation between the ideal pressure atthe predetermined portion of the spine of the seated passenger and theweight of the seated passenger is clearly defined by experiments and thetarget pressure is calculated based on its correlation equation.

After calculation of the target pressure, a body pressure at thepredetermined portion (specifically, the portion corresponding to the“T9”) of the spine of the seated passenger is measured (S046). Aftermeasurement, the controller 50 controls the compressor 52 and thesolenoid valve 54 such that the waist air cell 8 expands by apredetermined degree (S047). These steps S046, S047 (i.e., measurementof the body pressure distribution at the portion corresponding to the“T9” and activation of the lumber support Xa3) are repeated until thebody pressure measurement result reaches the target pressure. Finally,when the body pressure distribution measurement result at the portioncorresponding to the “T9” reaches the target pressure (S048), the bodypressure distribution optimizing processing of the modification iscompleted.

Next, the second gravity center correction processing will be described.This second gravity center correction processing is performed by theprocedure shown in FIG. 23. FIG. 23 is a flowchart showing the procedureof the second gravity center correction processing.

Specifically, the second gravity center correction processing startsfrom measurement of the body pressure distribution at the back of theseated passenger when the passenger is seated on the application seat XS(S051). After measurement, the controller 50 calculates the degree ofdistortion of the backbone (the degree of curvature in the right-to-leftdirection) (S052).

The procedure for calculating the degree of distortion of the backbonebased on the body pressure distribution at the back of the seatedpassenger is not limited specifically, and an example thereof is thatthe least body pressure portion of the body pressure distributioncorresponds to the backbone. Thus, in a regular seating posture, theleast body pressure portion of the body pressure distribution ispositioned in the middle of the seat in the width direction as shown inFIG. 24, and in such a state, the center of gravity is on the regularposition. FIG. 24 is graphs showing the relationship between the bodypressure distribution at the back of the seated passenger and theposition of the center of gravity.

On the other hand, when distortion of the backbone occurs, the leastbody pressure portion of the body pressure distribution is positionedoff of the middle of the seat in the width direction as shown in FIG.24, and the degree of distortion of the backbone is calculated from thedisplacement. Needless to say, in the distortion state of the backbone,the center of gravity is positioned off of the regular position.

After the degree of distortion of the backbone is calculated, thecontroller 50 controls the compressor 52 and the solenoid valves 54 suchthat the air cells (the side air cells 4) of the side supports Xa2expand by a predetermined degree (S053). Then, the following steps arerepeated until the position of the center of gravity reaches the regularposition, i.e., distortion of the backbone is eliminated: the step S051for measuring the body pressure distribution at the back of the seatedpassenger; the step S052 for calculating the degree of distortion of thebackbone; and the step S053 for activating the side supports Xa2.Finally, when the position of the center of gravity reaches the regularposition (S054), the second gravity center correction processing iscompleted.

(3) Shoulder Control Processing S003

The shoulder control processing S003 is processing for properlysupporting the shoulders of the seated passenger according to thecorrected seating posture, and is performed by the procedures shown inFIG. 25. FIG. 25 is a flowchart showing the procedure of the shouldercontrol processing S003.

Specifically, the shoulder control processing S003 starts frommeasurement of the body pressure distribution in the vicinity of theshoulders of the seated passenger when the passenger is seated on theapplication seat XS (S061). After measurement, the controller 50calculates the index value on the body pressure distribution in thevicinity of the shoulders based on the measurement result (S062). Theindex value on the body pressure distribution in the vicinity of theshoulders is not limited, and an example thereof is that an average inthe measured body pressure distribution is calculated.

Subsequently, in order to activate the shoulder supports Xa1, thecontroller 50 controls the compressor 52 and the solenoid valves 54 suchthat the air cells 10 expand by a predetermined degree (S063). At thispoint, the shoulder supports Xa1 push the shoulders of the seatedpassenger such that force acts inward in the width direction anddownward on the shoulders of the seated passenger.

The steps described so far, i.e., the step S061 for measuring the bodypressure distribution in the vicinity of the shoulders, the step S062for calculating the average in the body pressure distribution, and thestep S063 for activating the shoulder supports Xa1, are repeated untilthe above-described average reaches a target value. The “target value”described herein is an average in the body pressure distribution in thevicinity of the shoulders with the shoulders being favorably held, andis clearly defined by, e.g., statistical data or experiments.

When the above-described average reaches the target value (S064), theshoulder control processing S003 is completed. When the shoulder controlprocessing S003 is completed, the contact pressure of the shouldersupports Xa1 on the shoulders of the seated passenger is properlyadjusted, and the shoulder supports Xa1 cover around the shoulders ofthe seated passenger to support the shoulders.

(4) Head Rest Position Control Processing S004

The head rest position control processing S004 is processing forproperly supporting the head of the seated passenger according to thecorrected seating posture. In this control processing, the controller 50controls the pillar position adjustment mechanism 51 based on the bodypressure distribution at each portion of the body, the body pressuredistribution being changed by posture correction. As a result, thepositions of the head rest pillars hp and the position of the head restXS3 supported by the head rest pillars hp are adjusted to properpositions according to the corrected seating posture.

The procedure of the head rest position control processing S004, i.e.,the procedure for adjusting the positions of the head rest pillars hp,is not described specifically, and may be freely determined as long asthe positions of the head rest pillars hp can be adjusted to suchpositions that the head of the seated passenger can be properlysupported.

The control of correction of the seating posture proceeds by the flowdescribed so far, and the posture of the seated passenger is correctedto a proper posture when a series of the control processing is completedin its entirety. In the above-described example, the posture correctioncontrol proceeds by performing the cushion control processing S001, thewaist control processing S002, the shoulder control processing S003, andthe head rest position control processing S004 in this order, but is notlimited to such an order. That is, the order of the respective controlprocessing in the posture correction control may be other than theexample described above. Specifically, the posture correction controlmay proceed in the orders described in the table below as R1 to R9. Ineach of R1 to R9, each control processing is indicated only by areference character, and for example, the cushion control processingS001 is indicated by “S001.”

R1 S001 S003 S002 S004 R2 S001 S003 S004 S002 R3 S002 S003 S001 S004 R4S002 S001 S003 S004 R5 S002 S003 S004 S001 R6 S003 S002 S001 S004 R7S003 S001 S002 S004 R8 S003 S002 S004 S001 R9 S004 S003 S002 S001

Developed Configuration of Application Seat XS

In the above-described embodiment, the vehicle seat, i.e., theapplication seat XS, capable of correcting the posture of the seatedpassenger based on the measurement results of various sensors has beendescribed. The configuration further developed from the configuration ofthe application seat XS includes the configuration in which the positionand state of the seat itself can be adjusted based on the measurementresults of various sensors. The developed configuration of theapplication seat XS will be described below.

The application seat XS (hereinafter referred to as an “application seatXS of a developed example”) having the configuration developed asdescribed above is capable of actively adjusting the position and stateof the application seat XS. Specifically, the application seat XS of thedeveloped example includes, as illustrated in FIG. 26, the sensor group,the controller 50, and the pillar position adjustment mechanism 51described above. The application seat XS of the developed examplefurther includes a front-back position adjustment mechanism 61, a heightadjustment mechanism 62, and a cushion length adjustment mechanism 63.FIG. 26 is a diagram illustrating the developed configuration of theapplication seat XS, and to be exact, illustrates the configuration ofthe system for adjusting the position and state of the seat.

The front-back position adjustment mechanism 61 is the mechanismconfigured to move the application seat XS back and forth, and includesa well-known slide rail device provided at a lower portion of the seatand a drive mechanism configured to drive a movable portion of the sliderail device. The height adjustment mechanism 62 is the mechanismconfigured to adjust the position of the application seat XS in thevertical direction, and includes a well-known rotary link deviceprovided at the lower portion of the seat and a drive mechanismconfigured to drive a rotary link. The cushion length adjustmentmechanism 63 is the mechanism configured to extend the entire length(the length in the front-to-back direction) of the seat cushion XS2 ofthe application seat XS. The cushion length adjustment mechanism 63includes an extension device (e.g., a device equivalent to the ottomanportion Xa5 described above) provided to freely move back and forth atthe front end portion of the seat cushion XS2, and a drive mechanismconfigured to drive a movable portion of the extension device.

In the application seat XS of the developed example. The controller 50estimates the build of the seated passenger based on the measurementresults obtained when information on the body of the seated passenger ismeasured by various sensors. Subsequently, the controller 50 controlseach of the above-described mechanisms (specifically, the pillarposition adjustment mechanism 51, the front-back position adjustmentmechanism 61, the height adjustment mechanism 62, and the cushion lengthadjustment mechanism 63) based on the estimation result. As a result,the position, cushion length, and head rest position (hereinafterreferred to as the “seat position, etc.”) of the application seat XS ofthe developed example are adjusted to an optimal state according to theestimated build of the seated passenger.

Adjustment of the seat position, etc., described above is performed by,e.g., the procedure shown in FIG. 27. FIG. 27 is a flowchart showing theprocedure for adjustment processing of the seat position etc.

The adjustment processing of the seat position, etc., starts frommeasurement of the information on the body of the seated passenger byvarious sensors mounted in the application seat XS (S101). At thismeasurement step S101, the weight of the seated passenger is measured bythe weight sensors mounted in the application seat XS, and the bodywidth of the seated passenger (the horizontal width of the body) ismeasured. Measurement of the body width described herein is not limited,and an example thereof is that the contact length between the seatedpassenger and the seat is obtained after measurement of a body pressuredistribution (particularly, a pressure distribution in the vicinity ofthe vertebrae lumbales or the pelvis) of the seated passenger and thebody width is determined from the contact length. Alternatively, animage of the seated passenger may be captured by a camera placed in thefront of the seat, and this image may be analyzed to determine the bodywidth.

The measurement step S101 is automatically performed when apredetermined condition is satisfied. For example, any of the followingconditions 1) to 4) may be employed as the condition for performing themeasurement step S101:

-   -   1) a load applied when the passenger is seated on the        application seat XS is detected by the weight sensors;    -   2) fastening of a seat belt is detected by a sensor for        detecting fastening of the seat belt;    -   3) the passenger seated on the application seat XS is detected        by a camera placed inside the vehicle; or    -   4) it is detected that the speed of an increase in the seating        surface temperature of the seat cushion XS2 monitored by a        temperature sensor is equal to or higher than a threshold.

In addition to the above-described conditions 1) to 4), the measurementstep S101 may be performed when the seated passenger operates anot-shown switch provided inside the vehicle.

After the measurement step S101 is performed, the controller 50estimates the build of the seated passenger based on the measurementresults (S102). Specifically, the controller 50 estimates the height ofthe seated passenger based on the measured body width and weight, andthen, estimates the build of the seated passenger based on the estimatedheight. The “build of the seated passenger” described herein includes,e.g., the length of the leg of the seated passenger, the length of thearm of the seated passenger, the position of the head of the seatedpassenger, and the level of the eye of the seated passenger. The methodfor estimating the height based on the body width and the weight and themethod for estimating the build of the seated passenger based on theheight are not limited, and an example thereof is that a correlationequation is obtained by experiments or statistical data and each valueis substituted in the correlation equation to obtain the above-describedvalues.

Subsequently, based on the estimated build of the seated passenger, thecontroller 50 specifies an optimal seat position, etc., according to thebuild (S103). Specifically, the controller 50 estimates the length ofthe leg of the seated passenger, the length of the arm of the seatedpassenger, the position of the head of the seated passenger, and thelevel of the eye of the seated passenger at the preceding step S102, andthe amount of adjustment is determined for each adjustment item of theseparameters. The correspondence between the parameter and the adjustmentitem is shown in FIG. 28, and for example, the seat position and thecushion length in the front-to-back direction are adjusted according tothe length of the leg. FIG. 28 is a table showing the correspondencebetween the parameter of the build of the seated passenger and theadjustment item of the seat.

Then, the controller 50 controls, after specifying of the optimal seatposition, etc., the pillar position adjustment mechanism 51, thefront-back position adjustment mechanism 61, the height adjustmentmechanism 62, and the cushion length adjustment mechanism 63 accordingto the specified results (S104). As a result, the seat position, etc.,of the application seat XS are adjusted to the optimal seat position,etc., specified by the preceding step S103. When such adjustments arecompleted, the adjustment processing of the seat position, etc., isended.

As described above, the adjustment amount of the seat position, etc., isdetermined for each parameter of the build of the seated passenger, andthis parameter is estimated based on the body width and weight of theseated passenger measured at the measurement step S101. Thus, theadjustment amount of the seat position, etc., varies depending on theestimation result of the build of the seated passenger. If there is adifference between the estimation result and an actual build, an errorin the calculation result of the adjustment amount is observed. For sucha reason, the seat position, etc., might not be optimized even afteradjustment.

The factors E1) to E6) for causing the above-described error are listedbelow:

-   -   E1) the weight is not accurately measured because the feet of        the passenger seated on the application seat XS are on a vehicle        floor;    -   E2) the weight is not accurately measured due to the clothes of        the seated passenger;    -   E3) the body width is not accurately measured due to the clothes        of the seated passenger;    -   E4) the relationship among the body width, weight, and height of        the seated passenger deviates from the relationship indicated by        the equation (the correlation equation) for estimating the        height from the body width and the weight;    -   E5) the relationship between the height and build of the seated        passenger deviates from the relationship indicated by the        equation (the correlation equation) for estimating the build        from the height; and    -   E6) the seating state of the seated passenger is different from        a regular seating state.

In the application seat XS of the developed example, the steps foreliminating the influence of the above-described error factors are takento provide proper adjustment of the seat position, etc., The errorfactor eliminating steps employed for the application seat XS of thedeveloped example will be described below.

First, for the first error factor E1, i.e., “the weight is notaccurately measured because the feet of the passenger seated on theapplication seat XS are on a vehicle floor,” the height adjustmentmechanism 62 lifts, in measurement of the weight, the height of the seatto the highest position of the adjustable range in the application seatXS of the developed example. Thus, in measurement of the weight, thefeet of the seated passenger lift from the vehicle floor, and the entireweight is on the application seat XS. Consequently, the weight can beaccurately measured.

The method for eliminating the above-described error factor E1 mayinclude methods other than the above-described method. For example, thecushion length is extended to the maximum length by the cushion lengthadjustment mechanism 63, and the entire legs are placed on the seatcushion XS2. Thus, as in the method described above, the entire weightis on the application seat XS. Alternatively, in weight measurement,e.g., sound or a warning label may be used to cause the seated passengerto lift the feet thereof. As another alternative, after the displacementbetween the weight measurement result and an actual weight is clearlydefined by, e.g., experiments, the correction equation for correctingthe measurement result may be determined to correct the measurementresult according to the correction equation. As still another equation,weight measurement may be continuously performed after a vehicle door isopened. At the moment at which the feet of the passenger lift from thevehicle floor when the passenger is seated on the seat, the measurementresult (in other words, the weight when the entire weight is on theapplication seat XS) may be taken as the actual weight.

Next, for the second error factor E2, i.e., “the weight is notaccurately measured due to the clothes of the seated passenger,” theweight measurement result is corrected based on the measurement resultsof the capacitance sensors 42 mounted in the seat cushion XS2 in theapplication seat XS of the developed example. More specifically, sincethe measurement results of the capacitance sensors 42 vary depending onthe clothing amount of the seated passenger, a correction amount iscalculated according to the measurement results of the capacitancesensors 42, and the correction amount is added to the weight measurementresult to obtain the actual weight.

In the method for calculating the correction amount, the correlationamong the measurement results of the capacitance sensors 42 and thecorrection amount may be clearly defined by, e.g., experiments, and themeasurement results of the capacitance sensors 42 may be substituted inits correlation equation to calculate the correction amount.

Next, for the third error factor E3, i.e., “the body width is notaccurately measured due to the clothes of the seated passenger,” themeasurement result of the body width is corrected based on themeasurement results of the capacitance sensors 42 mounted in the seatcushion XS2 in the application seat XS of the developed example. Thatis, as in weight correction described above, a correction amount iscalculated according to the measurement results of the capacitancesensors 42, and the measurement result of the body width is corrected bythe correction amount to obtain an actual body width.

In the method for calculating the correction amount, the correlationamong the measurement results of the capacitance sensors 42 and thecorrection amount may be clearly defined by, e.g., experiments, and themeasurement results of the capacitance sensors 42 may be substituted inits correlation equation to calculate the correction amount.

Next, for the fourth error factor E4, i.e., “the relationship among thebody width, weight, and height of the seated passenger deviates from therelationship indicated by the correlation equation,” the applicationseat XS of the developed example is configured such that the seatedpassenger oneself operates, after adjustment of the seat position etc.,the not-shown switch to be able to re-adjust the seat position, etc. Atthis point, the controller 50 learns the amount of operation of theseated passenger, i.e., the amount of re-adjustment. Then, in subsequentadjustment, adjustment reflecting the operation amount (there-adjustment amount) is performed.

The steps including learning the manual operation of the seatedpassenger and reflection of the learned operation in subsequentadjustment are also employed as the steps taken against the fifth errorfactor E5, i.e., “the relationship between the height and the build ofthe seated passenger deviates from the relationship indicated by thecorrelation equation for estimating the build from the height.”

Next, for the sixth error factor E6, i.e., “the seating state of theseated passenger is different from a regular seating state,” the seatposition, etc., are adjusted considering the difference in the seatingstate in the application seat XS of the developed example. The “seatingstate” described herein indicates the position and posture of the seatedpassenger. Moreover, the state different from the regular seating stateindicates, e.g., the state in which the passenger is seated slightly onthe front side relative to a normal seating position, more specificallythe state in which the buttocks of the seated passenger are positionedon the front side relative to normal positions and the back of theseated passenger inclines as compared to a normal state.

When the seating state is different from the regular seating state, thecontroller 50 detects such a state, and calculates the difference fromthe regular seating state. Specifically, the weight sensors are providedrespectively at four positions of the application seat XS of thedeveloped example on the front, rear, right, and left sides, and thecontroller 50 calculates the current position of the center of gravityof the seated passenger based on the measurement result of each weightsensor. a well-known calculation method may be employed as the methodfor calculating the position of the center of gravity.

When the seating state is different from the regular seating state, theposition of the center of gravity of the seated passenger is also off ofa normal position, and the controller 50 calculates the displacementbetween the calculated position of the center of gravity and the normalposition of the center of gravity. Such a displacement of the positionof the center of gravity corresponds to the difference in the seatingstate. The normal position of the center of gravity is obtained fromdata taken when the passenger is seated on the application seat XS inthe regular seating state, and is stored in the controller 50 inadvance.

In determination of each adjustment amount of the seat position etc.,the controller 50 determines the adjustment amount considering theabove-described displacement of the position of the center of gravity.Since the seat position, etc., are adjusted considering the displacementof the position of the center of gravity as described above, the seatposition, etc., can be adjusted to the optimal seat position, etc.,according to the seating state even if the passenger is seated on theapplication seat XS in the seating state different from the regularseating state.

As described above, since the predicted error factors are eliminated inthe application seat XS of the developed example, occurrence of theerrors observed in calculation of the adjustment amounts of the seatposition, etc., can be suppressed.

Other Examples of Correction of Bones by Vehicle Seat

As in the application seat XS described above, the vehicle seat isapplied to correct the posture of the seated passenger to correct thecurving state of the bones of the seated passenger. That is, the vehicleseat includes the air cells, and the build of the seated passenger isdetermined to adjust expansion of the air cells, thereby activelycorrecting the seating posture of the seated passenger. In activecorrection of the curving state of the spine of the person (the seatedpassenger) targeted for correction, it is preferable to efficientlycorrect this curving state. In the seat configuration in which air cellsare arranged respectively on the right and left sides with respect tothe midline of a seated passenger as described in, e.g., Japanese PatentDocument No. 2009-119230, modifications should be made in order toefficiently correct the curving state of the spine.

A vehicle seat (hereinafter referred to as a “bone correction seat YS”)capable of efficiently correcting the curving state of the bones of theseated passenger will be described below. In the bone correction seatYS, the configuration of the vehicle seat, i.e., the configuration inwhich the movable shoulder support portions Sa1 are provided at the seatback S1, may be employed, but only the configuration of efficientlycorrecting the curving state of the bones of the seated passenger willbe mainly described below. For such a reason, illustration in the views(specifically, FIG. 29 and the figures subsequent thereto) illustratingthe bone correction seat YS is simplified to some extent, and devicesother than the device for efficiently correcting the curving state ofthe bones of the seated passenger are not shown.

Configuration Example of Bone Correction Seat

First, a first embodiment will be described as a configuration exampleof the bone correction seat YS with reference to FIGS. 29 to 31. FIG. 29is a view illustrating the bone correction seat YS, FIG. 30 is anexploded view of a seat back YS1 of the bone correction seat YS, andFIG. 31 is an exploded view of a seat cushion YS2 of the bone correctionseat YS.

As illustrated in FIG. 29, a correction device 110 is mounted in thebone correction seat YS. The correction device 110 is configured topress the back of the passenger seated on the bone correction seat YS toactively correct the curving state of the bones of the seated passenger.The “curving state of the bones” is, as described above, the indicatorfor the three-dimensional bone structure. Specifically, the curvature ofthe arc-shaped bones in each region illustrated in FIG. 13 indicates thecurving state.

The correction device 110 is divided into a back-side unit 111configured to correct the curving state of the spine and a leg-side unit112 configured to correct the curving state of the pelvis and thefemoral regions. The back-side unit 111 corrects the curvature A of anupper portion of the vertebrae thoracicae, the curvature B of a lowerportion of the vertebrae thoracicae, the curvature C of the vertebraelumbales, and the curvature D of the vertebrae sacrales. On the otherhand, the leg-side unit 112 corrects the curvature E of the pelvis, thecurvature F of the proximal end of the femur, and the curvature G of thedistal end of the femur.

The back-side unit 111 is mounted in the seat back YS1. The back-sideunit 111 includes, as illustrated in FIG. 30, a back-side pressingmechanism including a plurality of air cells 101, a holding frame 102configured to hold each air cell 101, and an actuator 103 configured toadjust the expansion state of each air cell 101. The back-side pressingmechanism presses the back of the seated passenger, and is disposedbetween a support plate PL (equivalent to the pressure receiving plate 5described above) and a back pad YP1 (equivalent to the pad material XP1described above). The back-side pressing mechanism is divided into afirst back-side pressing mechanism 111 a configured to press a portionof the back where the spine is positioned, a second back-side pressingmechanism 111 b configured to press a portion of the back positioned onthe left side of the spine, and a third back-side pressing mechanism 111c configured to press a portion of the back positioned on the right sideof the spine.

Each of the back-side pressing mechanisms 111 a, 111 b, 111 c includesthe air cells 101 arranged in a line along the spine. Each air cell 101is in the form of a bag forming a pressing piece, and expands in such amanner that air as fluid is supplied into the air cell 101. Each of theair cells 101 arranged in a line are separated from each other in thedirection along the spine. Thus, the air cells 101 expand when air issupplied into the air cells 101, thereby pressing different regions ofthe back of the seated passenger.

Specifically, each of back-side pressing mechanism 111 a, 111 b, 111 cincludes four air cells 101, and each air cell 101 is disposedcorresponding to the region targeted for curvature correction by theback-side unit 111. More clearly, the uppermost air cells 101 aredisposed corresponding to the position of the upper portion of thevertebrae thoracicae, the second uppermost air cells 101 are disposedcorresponding to the position of the lower portion of the vertebraethoracicae, the third uppermost air cells 101 are disposed correspondingto the position of the vertebrae lumbales, and the lowermost air cells101 are disposed corresponding to the position of the vertebraesacrales. The number of air cells 101 in each of back-side pressingmechanism 111 a, 111 b, 111 c is not limited to four, and may be atleast equal to or greater than two. For example, the same number of aircells 101 as the number of the bones forming the spine may be provided.

Each air cell 101 expands in such a manner that air is supplied into theair cell 101, thereby pushing the back pad YP1 positioned in the frontof the air cell 101 to press the back of the seated passenger. Thiscorrects the curvature in a corresponding region of the back of theseated passenger where the spine is positioned. In particular, since thefirst back-side pressing mechanism 111 a configured to press the portionof the back where the spine is positioned is provided, distortion, etc.,of the spine can be actively corrected, and therefore, the curving stateof each portion of the spine can be efficiently corrected.

In the configuration illustrated in FIG. 30, the air cells 101 arearranged in the rear of the back pad YP1, but may be arranged in thefront of the back pad YP1. In this case, the air cells 101 are pressedagainst the back of the seated passenger through a cover material, andtherefore, responsiveness (response sensitivity) to pressing of the aircells 101 is improved. Alternatively, only air cells 101 may be arrangedwithout the back pad YP1.

The holding frame 102 is a grid-shaped frame in which squares of fourcolumns×three rows are formed, and separates the air cells 101 in thedirection along spine and the right-to-left direction. Specifically, theinner space of the holding frame 102 is divided into housing spaces offour columns×three rows by grids. The “housing spaces” serve as hollowportions. The same number of housing spaces as that of the air cells 101arranged in the direction along the spine and the right-to-leftdirection are formed, and each air cell 101 is housed in a correspondingone of the housing spaces.

Use of the holding frame 102 as described above facilitates separatearrangement of the air cells 101 in the direction along the spine andthe right-to-left direction, as well as reducing displacement of thepositions of the air cells 101. Reduction in position displacement ofthe air cells 101 allows each air cell 101 to properly, i.e., withoutposition displacement, press a corresponding region of the back of theseated passenger.

The actuator 103 is a switching portion configured to adjust theexpansion state of each air cell 101 to switch the pressing state ofeach of the back-side pressing mechanisms 111 a, 111 b, 111 c.Specifically, the actuator 103 is connected to each air cell 101 via anot-shown tube passing through a tube hole PLa formed at the supportplate PL, and is configured to supply air into each air cell 101 and tosuck air from each air cell 101. This switches the pressing state wheneach of the back-side pressing mechanisms 111 a, 111 b, 111 c pressesthe back of the seated passenger. The “pressing state” described hereinis a concept encompassing a pressing direction, a portion to be pressed,the magnitude of pressing force, etc., in the configuration illustratedin FIG. 30, the actuator 103 is attached to a predetermined position ofa seat back frame Yf1, such as an outer surface of a side frame.

Moreover, the actuator 103 is capable of adjusting, separately for fourair cells 101, the expansion state of the air cells 101 forming each ofthe back-side pressing mechanisms 111 a, 111 b, 111 c. In other words,the actuator 103 switches, separately for the air cells 101, thepressing state when each air cell 101 of the first back-side pressingmechanism 111 a presses a corresponding region of the back where thespine is positioned. Further, the actuator 103 switches, separately forthe air cells 101, the pressing state when each air cell 101 of thesecond back-side pressing mechanism 111 b and the third back-sidepressing mechanism 111 c presses a corresponding region of the backadjacent to the spine. Since the pressing state when each region of theback of the seated passenger is pressed is adjusted separately for theair cells 101 as described above, the curvature of each portion of thespine can be more precisely corrected.

Supply and suction of air by the actuator 103 is automaticallycontrolled by an electronic control unit (hereinafter referred to as an“ECU 109”) described later. More specifically, a meter configured tomeasure the index value on the bones of the seated passenger when thepassenger is seated on the bone correction seat YS is mounted in thebone correction seat YS. The “index value on the bones” described hereinis the value changing according to the curving state of the bones of theseated passenger, specifically the curvature of each portion of thespine. More specifically, as illustrated in FIG. 30, a pressure sensor104 as the meter is attached to a surface of each air cell 101positioned on the back side of the seated passenger. The pressure sensor104 is configured to measure a seating pressure which is an example ofthe above-described index value. The measurement results of the pressuresensors 104 are transmitted to the ECU 109, and the ECU 109 specifiesthe curvature of each portion of the spine of the person seated on thebone correction seat YS based on the measurement results of the pressuresensors 104.

After the curvature of each portion of the spine of the seated passengeris specified, the ECU 109 controls the actuator 103 after determiningwhether or not the curvature of each portion of the spine needs to becorrected. Accordingly, the expansion state of the air cell 101corresponding to the region targeted for curvature correction isadjusted. control of the actuator 103 by the ECU 109 will be describedin detail later.

As described above, in the bone correction seat YS, the index value onthe bones is measured when the passenger is seated on the bonecorrection seat YS, and the curvature of each portion of the spine iscorrected based on the measurement result. Consequently, the portion ofthe back of the seated passenger where the spine is positioned can bepressed in a proper pressing state according to the curvature of eachportion of the spine at the moment of curvature measurement.

The meter configured to measure the index value on the bones is notlimited to the pressure sensor 104, and other meters may be employed aslong as the index value on the bones can be measured. For example, ashape sensor configured to measure the curvature of each portion of thebones may be used.

In the bone correction seat YS, when a collision load is applied fromthe rear of the vehicle with the passenger being seated on the bonecorrection seat YS, the actuator 103 sucks air from all of the air cells101 at once. More specifically, the actuator 103 is controlled when theabove-described ECU 109 detects that the collision load from the rearacts on the vehicle, and then, air is sucked from each air cell 101. Asa result, the body of the person targeted for bone correction sinksbackward of the bone correction seat YS when the load from the rear isapplied to the vehicle, and therefore, safety of the seated passenger inrear-end collision can be ensured.

In addition to the above-described configuration in which the actuator103 sucks air from each air cell 101 with detection of application ofthe collision load from the rear of the vehicle by the ECU 109 as atrigger, the configuration may be employed, in which air is mechanicallysucked from each air cell 101 when the collision load is applied fromthe rear of the vehicle.

The leg-side unit 112 is provided at the seat cushion YS2, and has thesubstantially same basic configuration as that of the back-side unit111. That is, the leg-side unit 112 includes, as illustrated in FIG. 31,a leg-side pressing mechanism including a plurality of air cells 101, aholding frame 105 configured to hold each air cell 101, and an actuator106 configured to adjust the expansion state of each air cell 101.

The leg-side pressing mechanism is configured to press the back of theseated passenger, particularly the buttocks and femoral regions of theseated passenger, and is disposed between a support plate QL and acushion pad YP2. Moreover, the leg-side pressing mechanism is dividedinto a first leg-side pressing mechanism 112 a configured to pressportions of the buttocks and femoral regions where the spine ispositioned, a second leg-side pressing mechanism 112 b configured topress portions of the buttocks and femoral regions positioned on theleft side of the spine, and a third leg-side pressing mechanism 112 cconfigured to press portions of the buttocks and femoral regionspositioned on the right side of the spine. Of the buttocks and thefemoral regions, the portions where the spine is positioned are theportions where the midline of the seated passenger passes, and theportions positioned on the left (right) side of the spine are theportions at the same position as that of the left (right) os ischii inthe right-to-left direction.

Each of the leg-side pressing mechanisms 112 a, 112 b, 112 c includesthree air cells 101 arranged in a line along the spine. Each air cell101 is disposed corresponding to a region targeted for curvaturecorrection by the leg-side unit 112. More clearly, the rearmost aircells 101 are arranged corresponding to the position of the pelvis, thesecond rearmost air cells 101 are arranged corresponding to thepositions of proximal-end portions of the femurs, and the foremost aircells 101 are arranged corresponding to the positions of distal-endportions of the femurs. the number of air cells 101 in each of theleg-side pressing mechanisms 112 a, 112 b, 112 c is not limited tothree, and may be at least equal to or greater than two.

Each air cell 101 expands in such a manner that air is supplied into theair cell 101, thereby pushing the cushion pad YP2 positioned above theair cells 101 to press the buttocks and femoral regions of the seatedpassenger. This corrects the curvature in a corresponding region of theback of the seated passenger where the spine is positioned. Inparticular, the second and third leg-side pressing mechanisms 112 b, 112c are provided, which are configured to press a center region (theregion where the os ischii is positioned, and to be exact, the regionextending from the top portion of the os ischii to each femur) of eachof the right and left side portions of the pelvis. Thus, distortion,etc., of the pelvis can be actively corrected, and therefore, thecurving state of the pelvis can be efficiently corrected.

The holding frame 105 is a grid-shaped frame in which squares of threecolumns×three rows are formed. The configuration and function of theholding frame 105 are similar to those of the holding frame 102 providedat the back-side unit 111, and therefore, the description thereof willnot be repeated.

The actuator 106 is a switching portion configured to adjust theexpansion state of each air cell 101 to switch the pressing state ofeach of the leg-side pressing mechanisms 112 a, 112 b, 112 c. In theconfiguration illustrated in FIG. 31, the actuator 106 is attached to apredetermined position of a cushion frame Yf2, such as an outer surfaceof a side frame. The configuration and operation of the actuator 106 aresimilar to those of the actuator 103 provided at the back-side unit 111.

Moreover, the actuator 106 is capable of adjusting, separately for threeair cells 101, the expansion state of the air cells 101 forming each ofthe leg-side pressing mechanisms 112 a, 112 b, 112 c. More specifically,the actuator 106 supplies and sucks, separately for the air cells 101,air via tubes connected respectively to the air cells 101 through tubeholes QLa formed at the support plate QL.

A pressure sensor 104 as the meter is attached to a surface of each aircell 101 positioned on the back side of the seated passenger. When thepassenger is seated on the bone correction seat YS, the pressure sensors104 attached respectively to the air cells 101 measure a seatingpressure, and the measurement results are transmitted to theabove-described ECU 109. The ECU 109 specifies the curvature of eachportion of the pelvis and femurs of the passenger seated on the bonecorrection seat YS based on the measurement results of the pressuresensors 104. Subsequently, the ECU 109 controls the actuator 106 afterdetermining whether or not, in the pelvis or the femurs, there is aregion for which the curvature should be corrected. This adjusts theexpansion state of the air cell 101 corresponding to the region targetedfor curvature correction. Control of the actuator 106 by the ECU 109will be described in detail later.

Modifications of Configuration of Bone Correction Seat

Next, modifications (first to third modifications) of the configurationof the bone correction seat YS will be described. the configuration ofeach modification identical to the configuration of the bone correctionseat YS described above will not be described.

1) First Modification

The first modification will be described with reference to FIGS. 32 to34. FIG. 32 is a view illustrating the bone correction seat YS of thefirst modification, and FIGS. 33 and 34 are views illustratingvariations of the bone correction seat YS of the first modification.

A correction device 120 of the first modification is different from theabove-described device in the configuration of the first back-sidepressing mechanism 111 a. Specifically, as illustrated in FIG. 32, theair cells 101 are arranged corresponding to the positions of the upperand lower portions of the vertebrae thoracicae, the vertebrae lumbales,and the vertebrae sacrales, as well as being arranged corresponding tothe position of the vertebrae cervicales. That is, in the firstmodification, at least one of the air cells 101 forming the firstback-side pressing mechanism 111 a presses the region where thevertebrae cervicales are positioned, this region being included in theportion of the back of the seated passenger where the spine ispositioned.

More specifically, as illustrated in FIG. 32, the following air cellsare provided: an air cell 101 a configured to press the region where anupper portion of the vertebrae cervicales is positioned; and another aircell 101 a configured to press the region where a lower portion of thevertebrae cervicales is positioned. The air cells 101 a configured topress the region where the vertebrae cervicales are positioned expandwhen a collision load acts from the rear of the vehicle. Specifically,the actuator 103 is controlled when the ECU 109 detects that thecollision load from the rear acts on the vehicle, and then, air issupplied into the air cells 101 a to expand the air cells 101 a. As aresult, when the body (to be exact, the upper body) of the seatedpassenger inclines backward due to the collision load from the rear, thevertebrae cervicales of the passenger can be protected.

The air cells 101 a configured to press the region where the vertebraecervicales are positioned are arranged between a pair of head restpillars hp as illustrated in FIG. 32. Thus, the air cells 101 aconfigured to press the region where the vertebrae cervicales arepositioned are arranged so that the space between the head rest pillarshp can be effectively utilized, and therefore, an increase in the sizeof the bone correction seat YS can be reduced. in arrangement of the aircells 101 a configured to press the region where the vertebraecervicales are positioned, an upwardly-protruding upper middle portionof the seat back YS1 may be, as illustrated in FIG. 32, used to ensurethe arrangement space of the air cells 101 a described above.

The shape of a head rest YS3 is not limited to the shape illustrated inFIG. 32, i.e., the substantially rectangular shape as viewed from thefront. The shape of the head rest YS3 may be an inverted U-shape asviewed from the front as illustrated in FIG. 33. Alternatively, asillustrated in FIG. 34, the head rest YS3 may be substantially in anL-shape as viewed from the side, and may have a portion protruding overthe head of the seated passenger. For example, in the configurationillustrated in FIG. 34, sensors such as the pressure sensors 104 areprovided at the portion of the head rest YS3 protruding over the head ofthe seated passenger. Thus, the position of the head (to be exact, thevertex of the head) of the seated passenger can be more accuratelymeasured, and correction can be more precisely made based on themeasurement result.

2) Second Modification

The second modification will be described with reference to FIGS. 35Aand 35B. FIG. 35A is a view illustrating a correction device of thesecond modification, and FIG. 35B is a cross-sectional view along an A-Aline of FIG. 35A. for the sake of simplicity of illustration, thepressure sensors 104 are not shown in FIGS. 35A and 35B.

A correction device 130 of the second modification includes back-sidepressing mechanisms 131 a, 131 b, 131 c having the same configuration asthat of the above-described back-side pressing mechanisms 111 a, 111 b,111 c illustrated in FIG. 30. Moreover, in the second modification, asillustrated in FIGS. 35A and 35B, moving mechanisms each configured tomove a corresponding one of the back-side pressing mechanisms 131 a, 131b, 131 c in the direction along the spine are provided.

Further, in the second modification, the air cells 101 forming each ofthe back-side pressing mechanisms 131 a, 131 b, 131 c are fixed to amovable plate MP. A movable rail MR extending along the height directionof the seat back YS1 is attached to a rear surface of the movable plateMP. The movable rail MR is attached to move relative to a fixed rail FRfixed to a front surface of the support plate PL. In addition, driveportions Gm configured to operate to move the movable rail MR areprovided between the movable rail MR and the fixed rail FR. The driveportions Gm are drive rollers controlled by the ECU 109 described above,and rotate to move the movable rail MR relative to the fixed rail FR.

When the ECU 109 starts the drive portions Gm to move the movable railsMR, the movable plate MP moves relative to the support plate PL. As aresult, the relative positions of the back-side pressing mechanisms 131a, 131 b, 131 c in the bone correction seat YS change in the directionalong the spine of the seated passenger. Such a configuration allows, inthe correction device 130 of the second modification, the positions ofthe back-side pressing mechanisms 131 a, 131 b, 131 c to changeaccording to the build of the person seated on the bone correction seatYS. As a result, in the second modification, the curvature of eachportion of the spine of the seated passenger can be corrected regardlessof the height of the seated passenger.

In the configuration illustrated in FIGS. 35A and 35B, all of theback-side pressing mechanisms 131 a, 131 b, 131 c are fixed to thesingle movable plate MP, but the movable plate MP is provided separatelyfor the back-side pressing mechanisms 131 a, 131 b, 131 c. According tosuch a configuration, the back-side pressing mechanisms 131 a, 131 b,131 c can be separately moved.

3) Third Modification

The third modification will be described with reference to FIGS. 36 and37. FIG. 36 is a view illustrating the bone correction seat YS of thethird modification, and FIG. 37 is a schematic view illustratingoperation of pad pieces PP in the bone correction seat YS of the thirdmodification.

In the third modification, as illustrated in FIG. 36, not the air cells101 but the pad pieces PP, i.e., pieces of the back pad YP1, are used asthe mechanism configured to press the back of the seated passenger. Morespecifically, in a correction device 140 of the third modification, eachof back-side pressing mechanisms 141 a, 141 b, 141 c equivalent to theback-side pressing mechanisms 111 a, 111 b, 111 c illustrated in FIG. 30is formed of the pad pieces PP arranged in a line along the spine. Thesepad pieces PP are attached to the support plate PL, and are arranged atthe same positions as the arrangement positions of the air cells 101illustrated in FIG. 30.

Each pad piece PP can press, at a front surface thereof, the back of theseated passenger, and can swing back and forth as illustrated in FIG.37. This swinging changes the position of the front surface, i.e., thepressing surface, of each pad piece PP in the front-to-back direction,thereby switching the pressing state when each pad piece PP presses theback of the seated passenger. swinging of each pad piece PP is, throughthe support plate PL, performed by an actuator 107 positioned in therear of the pad piece PP. More specifically, the actuator 107 includes arod 107 a supported to move back and forth in the front-to-backdirection, and contacts, at a tip end portion of the rod 107 a, a rearsurface of the pad piece PP. The actuator 107 moves the rod 107 a backand forth to swing the pad piece PP.

In the third modification, the above-described actuator 107 is providedseparately for the pad pieces PP. Thus, in the third modification, thepressing state when each pad piece PP presses the back of the seatedpassenger can be switched separately for the pad pieces PP.

The configuration of using the pad pieces PP instead of the air cells101 is applicable not only to the seat back YS1 but also to the seatcushion YS2. That is, the pad pieces PP of the cushion pad YP2 may bearranged in the seat cushion YS2 instead of the air cells 101, and theabove-described actuator 107 may be placed at a lower position of eachpad piece PP.

Although the modifications of the configuration of the bone correctionseat YS have been described so far, there are other modifications. Forexample, of the air cells 101 forming the back-side pressing mechanismsor the leg-side pressing mechanisms, the air cells 101 configured topress the portion where the spine is positioned and the air cells 101configured to press the portions positioned next to the spine are notdifferent from each other in the structure thereof in theabove-described configuration (specifically, the configurationillustrated in FIG. 30). the air cells 101 configured to press theportion where the spine is positioned and the air cells 101 configuredto press the portions positioned next to the spine may be different fromeach other in the structure thereof. When explanation is made using anexample, the air cells 101 configured to press the portions positionednext to the spine may have, as illustrated in FIG. 38, the structure inwhich the degree of spreading (expansion) increases with a greaterdistance from the spine. When the air cells 101 having such a structurepress the portions positioned next to the spine, the air cells 101 wellfit the back of the seated passenger as compared to the case of usingthe general air cells 101 whose spreading degree is constant regardlessof the distance from the spine.

In the configuration using the pad pieces PP described above, each padpiece PP configured to press the portion positioned next to the spineswings, as illustrated in FIG. 39, such that the front surface thereofmoves toward the front, the rear, the right, and the left, therebybetter fitting the back of the seated passenger. as illustrated in FIG.39, an air cell 101 b may be used as the mechanism configured to swingthe pad piece PP as described above.

Control of Bone Correction

When the curving state of the spine is actively corrected, the curvingstate of the spine of the seated passenger usually needs to be detected.In this case, sufficient information required for correction of thecurving state of the spine cannot be obtained by the configuration inwhich only displacement of the pelvis and the thorax is detected as in,e.g., a seat disclosed in Japanese Patent Document No. 2009-165588. As aresult, the need for active correction of the curving state of the spinemight not be satisfied.

On the other hand, in the bone correction seat YS, the curving state isdetected for the spine of the seated passenger and the center regions ofthe right and left side portions of the pelvis, and control is performedto press the back of the seated passenger in the pressing stateaccording to the detection results. As a result, the curving state ofthe spine and the curving state of the center region of each of theright and left portions of the pelvis are actively corrected, andtherefore, the curving state of the bones of the seated passenger can becorrected to an ideal curving state.

Control of bone correction by the bone correction seat YS will bedescribed below in detail. the explanation is made below with an examplecase where the air cells 101 form the pressing units (specifically, theback-side unit 111 and the leg-side unit 112) mounted in the bonecorrection seat YS. The configuration described below is also applicableto the case where each of the pressing units 111, 112 is formed of thepad pieces PP.

In bone correction by the bone correction seat YS, the curving state ofthe spine is corrected in such a manner that the back of the seatedpassenger is pressed, and the curving state of each center region of theright and left side portions of the pelvis, i.e., the curving state ofthe os ischii, is corrected in such a manner that the buttocks andfemoral regions of the seated passenger are pressed. The “curving stateof the spine” described herein is indicated by the curvatures A, B, C, Dof the upper and lower portions of the vertebrae thoracicae, thevertebrae lumbales, and the vertebrae sacrales illustrated in FIG. 13.The “curving state of the os ischii” is indicated by an acute anglebetween a virtual plane V1 contacting the top portion of the os ischiiand a virtual plane V2 passing the midline of the body, i.e., an angle αillustrated in FIG. 40. FIG. 40 is a view illustrating the curving stateof each center region of the right and left side portions of the pelvis.

Control of bone correction as described above is performed by the ECU109 illustrated in FIG. 41. FIG. 41 is a block diagram illustrating thecontrol system for bone correction.

The ECU 109 includes a controller 109 a as a control section, and amemory 109 b as a storage section. When a posture control process to bedescribed later is performed, the ECU 109 controls the above-describedactuators 103, 106. This changes the expansion state of each air cell101, thereby adjusting the pressing state of each pressing unit(specifically, the back-side unit 111 and the leg-side unit 112).

Specifically, the controller 109 a controls the pressing state of eachpressing unit based on signals output from the pressure sensors 104bonded respectively to the surfaces of the air cells 101. This controlperforms correction processing for correcting the curving state of thebones of the seated passenger. More specifically, the pressure sensors104 bonded respectively to the surfaces of the air cells 101 forming thefirst back-side pressing mechanism 111 a detect the curving state of thespine, and the controller 109 a controls the actuator 103 based on thedetection results. Accordingly, the pressing state of the back-side unit111 is controlled, and as a result, the curving state of the spine ofthe seated passenger is corrected. Similarly, the pressure sensors 104bonded respectively to the surfaces of the air cells 101 forming thesecond leg-side pressing mechanism 112 b and the third leg-side pressingmechanism 112 c detect the curving state of the os ischii, and thecontroller 109 a controls the actuator 106 based on the detectionresults. Accordingly, the pressing state of the leg-side unit 112 iscontrolled, and as a result, the curving state of the os ischii of theseated passenger is corrected.

The memory 109 b of the ECU 109 stores various types of information forthe purpose of reference when the controller 109 a performs thecorrection processing. Specifically, the memory 109 b stores thefollowing: the information (hereinafter referred to as “individualidentification information”) for identifying the seated passenger fromthe curving state of the bones indicated by the detection results of thepressure sensors 104; and a reference curving state used as a targetvalue in the correction processing.

The individual identification information is the information foridentifying an individual registered in advance as the passenger to beseated on the bone correction seat YS, and is stored in the memory 109 bin advance. The controller 109 a is capable of matching between thecurving state of the bones indicated by the detection results of thepressure sensors 104 and the individual identification information toidentify the person (individual) seated on the bone correction seat YS.

In order to perform the correction processing by the controller 109 a,the reference curving state is stored in advance in the memory 109 b. Ifplural passengers (individuals) are registered, plural reference curvingstates are set separately for the passengers as illustrated in FIG. 42.FIG. 42 is a table showing data on the reference curving states storedin the memory 109 b.

When specific explanation is made on the reference curving state, anideal curving state (hereinafter referred to as an “ideal curvingstate”) is set as a default value. The “ideal curving state” is acurving state set based on, e.g., the gender, age, build, and bonedensity of the registered passenger. The reference curving state can befreely corrected according to a passenger's preference and the like, andthe corrected curving state (hereinafter referred to as an “individualcurving state”) can be stored in the memory 109 b as the referencecurving state. For example, the individual curving state may be obtainedwhen the passenger seated on the bone correction seat YS turns ON anot-shown switch, and at this point, may be stored in the memory 109 bas the curving state of the bones of the seated passenger. Alternately,the curving state of the bones of the seated passenger may be measuredafter the lapse of a predetermined time since the passenger is seated onthe bone correction seat YS, and this measurement result may beautomatically stored in the memory 109 b as the individual curvingstate. Either of the ideal curving state or the individual curving statemay be stored as the reference curving state, or both of the idealcurving state and the individual curving state may be stored as thereference curving state.

When the bones are divided into a plurality of detection target regionsand the curving state is detected for each detection target region, thereference curving states (indicated by “Xa1,” “Xb1,” “Xc1,” etc., inFIG. 42) are set for each detection target region as shown in FIG. 42.The detection target region is a unit used in the detection of thecurving state, and is also a unit used when the correction processing isperformed by the controller 109 a. for example, the detection targetregions may be divided corresponding respectively to the air cells 101as the components of each of the pressing units 111, 112. Alternatively,e.g., the upper portion of the back, the lower portion of the back, anda seating portion may be set in advance as the sections of the detectiontarget regions. As another alternative, each of the back portion and theseating portion may be divided into a plurality of detection targetregions.

In the case shown in FIG. 42, the bones are divided into three detectiontarget regions (a region A, a region B, and a region C), but the numberof detection target regions may be optionally set.

Next, an example of control of bone correction will be described withreference to FIGS. 43 to 46. FIG. 43 is a flowchart showing a controlflow in bone correction, FIG. 44 is a view illustrating an operationimage in mode selection, FIG. 45 is a view illustrating an operationimage when a posture control mode is selected, and FIG. 46 is aflowchart showing a basic flow in a posture control process.

The control flow shown in FIG. 43 starts when an engine of the vehicleturns ON (S201). With the engine being turned ON, the ECU 109 starts tocause the passenger to select a control mode (S202). Three modes of an“awakeness level maintaining mode,” the “posture control mode,” and a“suspension mode” are provided as the control mode, and the passengerseated on the bone correction seat YS selects one of three control modesdescribed above (S203). in mode selection, the operation imageillustrated in FIG. 44 is displayed on an operation panel (not shown)placed inside the vehicle. The seated passenger presses, e.g., a modeselection button B1, B2, B3 displayed on the operation panel to specifythe control mode.

When the “awakeness level maintaining mode” is selected as the controlmode, awakeness level maintaining control is performed, which is forchanging the pressing state of each of the pressing units 111, 112 tomaintain the level of awakeness of the seated passenger (S204). In theawakeness level maintaining control, the controller 109 a of the ECU 109determines the level of awakeness of the seated passenger based oninformation (e.g., brain waves and the rate of respiration) from anot-shown measurement device configured to measure the level ofawakeness. When the level of awakeness reaches a threshold, thecontroller 109 a drives the actuators 103, 106 to change the pressingstate of each of the pressing units 111, 112 such that the level ofawakeness of the seated passenger is maintained at a certain level. whenthe awakeness level maintaining control is performed for the personseated on a driver's seat, the pressing state is changed to such anextent that driving is not disturbed.

When the “suspension mode” is selected as the control mode, the ECU 109comes into a control suspension state (S205). That is, in the“suspension mode,” the controller 109 a does not drive the actuators103, 106, and each of the pressing units 111, 112 also comes into thestate of not pressing the back of the seated passenger.

When the “posture control mode” is selected as the control mode, posturecontrol is performed, which is for changing the pressing state of eachof the pressing units 111, 112 such that the seating posture of theseated passenger changes to a predetermined posture. That is, in theposture control mode, the controller 109 a controls the actuators 103,106 to cause each of the pressing units 111, 112 to press the back ofthe seated passenger, and as a result, the curving state of the bones ofthe seated passenger is corrected.

Moreover, when the “posture control mode” is selected, the frequency ofperforming the posture control is set (S206), and the posture control isperformed with the set frequency (S207). Specifically, three types of“only initially performed,” “periodically performed,” and “constantlyperformed” are provided as the frequency of performing the posturecontrol, and the seated passenger selects one of the above-describedthree types of frequency. When the “only initially performed” isselected, the posture control is performed only once right after theengine is turned ON. When the “periodically performed” is selected, theposture control is repeatedly performed at every lapse of apredetermined time. When the “constantly performed” is selected, theposture control is continuously performed after the engine is turned ON.

In frequency selection, the operation image illustrated in FIG. 45 isdisplayed on the above-described operation panel, and the seatedpassenger presses, e.g., frequency selection buttons B4, B5, B6displayed on the operation panel to select the frequency of performingthe posture control. As illustrated in FIG. 45, information R1indicating whether or not the posture control is currently performed andinformation R2 indicating the current bone curving state to be correctedby the posture control are also displayed together with theabove-described frequency selection buttons B4, B5, B6 in the operationimage for frequency selection. With confirmation of the information R1,R2, the seated passenger can optionally switch the frequency ofperforming the posture control to the frequency suitable for the currentsituation.

A basic flow of the posture control process performed when the “posturecontrol mode” is selected will be described below. The posture controlprocess starts, as shown in FIG. 46, from a detection operation fordetecting, by the pressure sensors 104, the curving state of the bonesof the seated passenger (S211). In order to detect the curving state ofthe bones of the passenger seated on the bone correction seat YS in thedetection operation, each pressure sensor 104 bonded to a correspondingone of the air cells 101 forming the pressing units 111, 112 detects aseating pressure in a corresponding portion of the bone correction seatYS, and outputs a signal to the ECU 109 according to the detectionresult.

In the ECU 109 having received the signal output from each pressuresensor 104, the controller 109 a analyzes the signal to specify thecurving state of the bones of the seated passenger. Afterwards, thecontroller 109 a matches between the specified curving state of thebones and the individual identification information stored in the memory109 b to identify the seated passenger (S212). Subsequently, thecontroller 109 a specifies, from a plurality of reference curving statesstored in the memory 109 b, the reference curving state corresponding tothe seated passenger identified at the preceding step S212 (S213). Then,based on the curving state of the bones indicated by the detectionresults of the pressure sensors 104 and the specified reference curvingstate, the controller 109 a calculates a displacement between thesecurving states (S214).

If the displacement is 0 (“Yes” at S215), the ECU 109 ends the posturecontrol (S216). On the other hand, if the displacement is not 0 (“No” atS215), the controller 109 a performs the correction processing (S217),and drives the actuators 103, 106 to control the pressing state of eachof the pressing units 111, 112 by the above-described displacement.Thus, the curving state of each of the spine and os ischii of the seatedpassenger is corrected closer to the reference curving state. When thefrequency of performing the posture control is set at the “periodicallyperformed” or the “constantly performed,” the detection operation isperformed again by the pressure sensors 104 after the correctionprocessing (S218), and then, the series of the processing S214 to S217after the processing for calculating the displacement are repeatedlyperformed.

As a result of the above-described procedure, the curving state of thebones of the seated passenger is corrected to the ideal curving stateaccording to the build and age of the seated passenger.

Developed Example of Posture Control

In addition to the above-described basic flow of the posture controlshown in FIG. 46, developed flows for providing more effective posturecontrol may be employed. The developed flows (first to ninth developedflows) of the posture control will be described below with reference toFIGS. 47 to 55. FIGS. 47 to 55 are flowcharts showing the developedflows of the posture control process.

1) First Developed Flow

In the first developed flow, the bones are divided into a plurality ofdetection target regions, and the detection operation and the correctionprocessing are performed for each of the divided detection targetregions. The case where the bones are divided into three detectiontarget regions of a region A, a region B, and a region C will bedescribed below as an example. The regions A, B, C may correspondrespectively to the upper portion of the back, the lower portion of theback, and the seating portion, may correspond respectively to the upperportion of the back, the middle portion of the back, and the lowerportion of the back, or may correspond respectively to a far-sideportion of the seating portion, a middle portion of the seating portion,and a near-side portion of the seating portion.

As shown in FIG. 47, the first developed flow is mostly similar to thebasic flow shown in FIG. 46. Specifically, in the first developed flow,when the posture control begins, the detection operation is performed bythe pressure sensors 104 (S221). Subsequently, the step for identifyingthe seated passenger based on the detection results (S222), the step forspecifying the reference curving state corresponding to the identifiedseated passenger (S223), and the step for calculating the displacementbetween the curving state of the bones detected by the detectionoperation and the reference curving state (S224) are performed in thisorder.

During the first developed flow, the curving state of each of aplurality of detection target regions (the regions A, B, C) is detectedat the step S221 for performing the detection operation by the pressuresensors 104. Similarly, at the step S223 for specifying the referencecurving state, the reference curving state is specified separately forthe detection target regions. Moreover, at the step S224 for calculatingthe displacement, the displacement from the reference curving state iscalculated separately for the detection target regions.

After the displacement is calculated separately for the detection targetregions, the order of priority is set for the detection target regionsbased on the displacement (S225). At this point, a higher priority ofthe detection target region is set for a greater displacement. Then, thecontroller 109 a of the ECU 109 performs the correction processing forone of three detection target regions on which the highest priority isset (S226). That is, in the first developed flow, a portion of the backof the seated passenger corresponding to the highest-priority detectiontarget region with the greatest displacement is pressed on a prioritybasis, and therefore, the curving state of the region is corrected on apriority basis. When the frequency of performing the posture control isset at “periodically performed” or “constantly performed,” the detectionoperation is performed again by the pressure sensors 104 after the endof the correction processing (S227). Subsequently, the series of thesteps S224 to S227 after the processing for calculating the displacementare repeatedly performed.

As described above, in the first developed flow, the curving state is,on a priority basis, corrected in the detection target region where thedisplacement between the curving state detected by the pressure sensors104 and the reference curving state is great, i.e., the detection targetregion highly requiring the correction processing. This can efficientlycorrect the curving state of the bones.

Not only the order of priority of the detection target regions isdetermined based on the displacement between the curving state detectedby the pressure sensors 104 and the reference curving state, but thisorder may also be set for the detection target regions according toregion defining positions at the back of the seated passenger.

2) Second Developed Flow

In the second developed flow, the bones are, as in the first developedflow, divided into a plurality of detection target regions, and thedetection operation and the correction processing are performed for eachof the divided detection target regions. The highest-priority detectiontarget region is targeted for the correction processing in the firstdeveloped flow, whereas the correction processing is sequentiallyperformed starting from the highest-priority detection target region toeventually perform the correction processing for all of the detectiontarget regions in the second developed flow. The second developed flowwill be described with reference to FIG. 48. The following case will bedescribed below as an example: the bones are divided into threedetection target regions of regions A, B, C, the highest priority is seton the region A, the second highest priority is set on the region B, andthe lowest priority is set on the region C.

In the second developed flow, the procedure S231 to S234 after thedetection operation performed by the pressure sensors 104 and beforecalculation of the displacement of the curving state are similar tothose of the first developed flow. In the second developed flow, whenthe step S234 for calculating the displacement is completed, it is,based on the calculated displacement, determined for each detectiontarget region whether or not the correction processing should beperformed. Specifically, it is first determined whether or not thedisplacement (hereinafter referred to as a “displacement of the regionA”) of the curving state in the highest-priority region A is 0 (S235).If the displacement of the region A is not 0, the controller 109 a ofthe ECU 109 performs the correction processing for the region A (S236).Subsequently, the detection operation for detecting the correctedcurving state is performed by the pressure sensors 104 (S237), and then,the displacement between the corrected curving state and the referencecurving state is calculated (S238). A series of these steps S235 to S238are repeatedly performed until the displacement of the region A reaches0.

On the other hand, if the displacement of the region A is 0, it isdetermined whether or not the displacement (hereinafter referred to as a“displacement of the region B”) of the curving state in thesecond-highest-priority region B is 0 (S239). The procedure subsequentthereto is similar to that in the case of the region A. That is, if thedisplacement of the region B is not 0, the correction processing isrepeatedly performed for the region B until the displacement reaches 0(S240), and the detection operation for detecting the corrected curvingstate (S241) and the processing for calculating the displacement betweenthe corrected curving state and the reference curving state (S242) arerepeatedly performed.

If the displacement of the region B is 0, it is determined whether ornot the displacement (hereinafter referred to as a “displacement of theregion C”) of the curving state in the lowest-priority region C is 0(S243). The procedure subsequent thereto is similar to that in the casesof the regions A, B. That is, if the displacement of the region C is not0, the correction processing is repeatedly performed for the region Cuntil the displacement reaches 0 (S244), and the detection operation fordetecting the corrected curving state (S245) and the processing forcalculating the displacement between the corrected curving state and thereference curving state (S246) are repeatedly performed.

If the displacement of the region C is 0, the ECU 109 ends the posturecontrol (S247).

As described above, in the second developed flow, after the bones aredivided into a plurality of detection target regions, the correctionprocessing is sequentially performed for the detection target regions.Since the correction processing is performed separately for thedifferent detection target regions of the bones, the curving state ofthe bones can be more precisely corrected. Moreover, in the seconddeveloped flow, the correction processing for a plurality of detectiontarget regions is preferentially performed from a higher-prioritydetection target region, and therefore, the curving state of the bonescan be efficiently corrected.

3) Third Developed Flow

In the third developed flow, while the correction processing isperformed, the controller 109 a of the ECU 109 controls the pressingstate of each of the pressing units 111, 112 by a control amountaccording to a control condition. The “control condition” describedherein is the condition for determining the control amount applied whenthe controller 109 a controls the pressing state of each of the pressingunits 111, 112. Specifically, the control condition is the magnituderelationship between the displacement of the curving state and athreshold for determining a control gain. the threshold is determineddepending on, e.g., the position and type (e.g., a driver's seat or afront passenger seat) of the bone correction seat YS, the build, age,etc., of the seated passenger, and the state of a dial or switchprovided for setting the threshold. The third developed flow will bedescribed with reference to FIG. 49.

In the posture control proceeding according to the third developed flow,most of the steps (specifically, S251 to S254, S259, and S260 in FIG.49) are identical to those of the basic flow. In the third developedflow, after the displacement of the curving state is calculated, thecontroller 109 a of the ECU 109 determines whether or not thedisplacement exceeds the above-described threshold (S255). Subsequently,the controller 109 a determines the control gain according to thedetermination result (S256, s257). The “control gain” described hereinis the ratio of the control amount in control of the pressing state ofeach of the pressing units 111, 112 by the controller 109 a to theabove-described displacement. That is, the control gain is equivalent tothe degree of correction when the curving state of each portion of thebones is corrected by the correction processing, more specifically thecorrection amount per unit time. Plural control gains are set accordingto the control condition (specifically, the above-described magnituderelationship between the displacement and the threshold), and are storedin the memory 109 b of the ECU 109.

The controller 109 a calculates the control amount based on the controlgain, stored in the memory 109 b, corresponding to the control conditionin the correction processing and the displacement of the curving state(S258). More specifically, if the displacement of the curving state doesnot exceed the threshold (“No” at S255), the controller 109 a calculatesthe control amount using a control gain g1 for the case where thedisplacement does not exceed the threshold (S256, S258). On the otherhand, if the displacement of the curving state exceeds the threshold(“Yes” at S255), the controller 109 a calculates the control amountusing a control gain g2 for the case where the displacement exceeds thethreshold (S257, S258). After calculating the control amount, thecontroller 109 a performs the correction processing. In this processing,the pressing state of each of the pressing units 111, 112 is controlledby the calculated control amount (S259).

As described above, in the third developed flow, the curving state ofthe bones is corrected at the correction degree corresponding to thecontrol condition at the moment of the correction processing.Specifically, the correction degree is adjusted according to, e.g., theposition of the bone correction seat YS and the build and age of theseated passenger. Thus, for example, even when the bone correction seatYS is positioned above (or forward) a predetermined position and thissituation requires avoidance of sudden posture control action, if theposture control proceeds according to the third developed flow, thecontrol amount is calculated using a smaller control gain g2, and as aresult, the sudden posture control action can be avoided.

4) Fourth Developed Flow

In the fourth developed flow, the control amount applied when thecontroller 109 a of the ECU 109 controls the pressing state of each ofthe pressing units 111, 112 is limited within an allowable range. Thefourth developed flow will be described below with reference to FIG. 50.

In the fourth developed flow, a series of the steps S271 to S274 afterthe beginning of the posture control and before calculation of thedisplacement of the curving state are identical to those of the basicflow. After measuring the displacement of the curving state, thecontroller 109 a of the ECU 109 calculates, based on the displacement ofthe curving state, the control amount applied when the pressing state ofeach of the pressing units 111, 112 is controlled (S275). Subsequently,the controller 109 a determines whether or not the calculated controlamount falls within the allowable range (S276, S278). Specifically, thepreset upper and lower limits of the control amount are stored in thememory 109 b of the ECU 109, and the controller 109 a determines whetheror not the calculated control amount exceeds the upper control amountlimit (S276). If the calculated control amount exceeds the upper controlamount limit, the controller 109 a controls, in the correctionprocessing, the pressing state of each of the pressing units 111, 112 bythe upper control amount limit (S277).

On the other hand, if the calculated control amount does not exceed theupper control amount limit, the controller 109 a determines whether ornot the calculated control amount falls below the lower control amountlimit (S278). If the calculated control amount falls below the lowercontrol amount limit, the controller 109 a controls, in the correctionprocessing, the pressing state of each of the pressing units 111, 112 bythe lower control amount limit (S279). Conversely, if the calculatedcontrol amount does not fall below the lower control amount limit, thecontroller 109 a performs the correction processing by the calculatedcontrol amount (S280).

In the fourth developed flow, if the frequency of performing the posturecontrol is set at the “periodically performed” or the “constantlyperformed,” the detection operation is performed again by the pressuresensors 104 after completion of the correction processing (S281).Subsequently, a series of the steps S274 to S281 after calculation ofthe displacement are repeatedly performed.

As described above, in the fourth developed flow, the controller 109 aof the ECU 109 controls, in the correction processing, the pressingstate of each of the pressing units 111, 112 by the control amount setto not fall outside the allowable range. Thus, while the correctionprocessing is performed, the following states can be suppressed: anexcessive load is applied onto the seated passenger; and a sufficientload required for correction is not applied to the seated passenger.

-   -   5) Fifth Developed Flow

In the fifth developed flow, the detection operation is periodicallyperformed by the pressure sensors 104. Moreover, the displacement of thecurving state is obtained every time the detection operation isperformed, and then, the amount of change (hereinafter referred to as a“change amount”) in the displacement is obtained. The “change amount”described herein is the difference between a currently-obtaineddisplacement and a previously-obtained displacement. In the fifthdeveloped flow, the change amounts calculated from the beginning of theposture control to a current point of time are cumulated, and when thecumulative result exceeds a predetermined amount, the correctionprocessing is performed. The fifth developed flow will be describedbelow with reference to FIG. 51.

In the fifth developed flow, a series of the steps S291 to S294 afterthe beginning of the posture control and before calculation of thedisplacement of the curving state are identical to those of the basicflow. After calculating the displacement of the curving state, thecontroller 109 a of the ECU 109 calculates the above-described changeamounts to cumulate the change amounts calculated from the beginning ofthe posture control to a current point of time (S295). Subsequently, thecontroller 109 a determines whether or not the cumulative result of thechange amounts exceeds the predetermined amount (S296). If thecumulative result does not exceed the predetermined amount (“No” atS296), the detection operation is performed again by the pressuresensors 104 (S297). Subsequently, the series of the processing S294 toS297 are repeatedly performed until the above-described cumulativeresult exceeds the predetermined amount. When the cumulative resultexceeds the predetermined amount (“Yes” at S296), the correctionprocessing is performed (S298).

As described above, in the fifth developed flow, the change amounts inthe displacement of the curving state are cumulated, and this cumulativeresult is used for determining whether or not the correction processingis performed. The posture of the seated passenger changes depending onthe degree of fatigue, and the displacement of the curving state changeswith the change in the seating posture. Thus, the cumulative resultobtained by accumulation of the change amounts in the displacement ofthe curving state reflects the degree of fatigue of the seatedpassenger. In the fifth developed flow, based on the above-describedcumulative result indicating the degree of fatigue, it is determinedwhether or not the correction processing is performed. Thus, the posturecontrol can be provided according to the degree of fatigue of the seatedpassenger.

6) Sixth Developed Flow

In the sixth developed flow, it is, according to a running situation ofthe vehicle, determined whether or not the correction processing isperformed. Specifically, in the sixth developed flow, when the posturecontrol begins, the controller 109 a of the ECU 109 determines, as shownin FIG. 52, whether or not the vehicle is currently running (S301). Ifit is determined that the vehicle is running (“Yes” at S301), thecontroller 109 a ends the posture control (S302). On the other hand, ifit is determined that the vehicle is not running (“No” at S301), thecontroller 109 a proceeds with the posture control by the proceduresimilar to that of the basic flow, and performs the series of the steps(S303 to S310 in FIG. 52) for the posture control.

As described above, in the sixth developed flow, performance of thecorrection processing can be limited according to the running situationof the vehicle. This can reduce the influence of the correctionprocessing on operation of the vehicle. More clearly, large correctionof the curving state of the bones of the person (the driver) seated onthe driver's seat during running of the vehicle provides a great feelingof discomfort to the driver. Thus, such a situation should be avoided.For this reason, when the posture control is performed for the driver,if the sixth developed flow is employed, performance of the correctionprocessing is limited while the vehicle is running. As a result, thecurving state of the bones of the driver can be controlled at propertiming without disturbing operation of the vehicle.

The vehicle running situation targeted for limitation of performance ofthe correction processing is not limited to the situation while thevehicle is running. For example, performance of the correctionprocessing may be limited in the following cases: the vehicle is runningat equal to or higher than a predetermined speed; the vehicle isnon-linearly running; and the vehicle is running during a predeterminedtime period (e.g., a morning time).

7) Seventh Developed Flow

In the seventh developed flow, the correction processing is limitedaccording to the running situation of the vehicle as in the sixthdeveloped flow. More specifically, the control amount applied when eachof the pressing units 111, 112 is controlled in the correctionprocessing is adjusted according to the running situation of thevehicle. The seventh developed flow will be described below withreference to FIG. 53.

In the seventh developed flow, a series of the steps S321 to S324 afterthe beginning of the posture control and before calculation of thedisplacement of the curving state are identical to those of the basicflow. After calculating the displacement, the controller 109 a of theECU 109 determines whether or not the displacement is 0 (S325). If thedisplacement is 0, the posture control is ended (S326). On the otherhand, if the displacement is not 0, the controller 109 a determineswhether or not the vehicle is currently running (S327).

Then, if it is determined that the vehicle is running (“Yes” at S327),the controller 109 a performs the correction processing by a controlamount in running (S328). If it is determined that the vehicle is notrunning (“No” at S327), the correction processing is performed by anormal control amount. The “normal control amount” described herein isthe control amount obtained by general calculating procedure withoutspecific limitations as the control amount applied when the controller109 a controls the pressing state of each of the pressing units 111,112. The “control amount in running” is the control amount obtained bysuch calculating procedure that the control amount in running is lessthan the normal control amount.

If the frequency of performing the posture control is set at the“periodically performed” or the “constantly performed,” the detectionprocessing is performed again by the pressure sensors 104 aftercompletion of the correction processing (S330). Subsequently, a seriesof the steps S324 to S330 after calculation of the displacement arerepeatedly performed.

As described above, in the seventh developed flow, since the controlamount in the correction processing is limited according to the runningsituation of the vehicle, the advantage similar to that of the sixthdeveloped flow, i.e., the advantage that the influence of the correctionprocessing on operation of the vehicle is reduced, can be provided. Inthe seventh developed flow, the vehicle running situation taken intoconsideration in order to limit the control amount in the correctionprocessing is, as in the sixth developed flow, not limited to thesituation where the vehicle is running or is not running. The vehiclespeed, the running pattern (linearly running or non-linearly running),or the time period in which the vehicle is running may be taken intoconsideration.

8) Eighth Developed Flow

In the eighth developed flow, the series of the steps S341 to S350performed in the posture control are substantially identical to those ofthe basic flow as shown in FIG. 54. On the other hand, in the eighthdeveloped flow, in order to calculate the control amount applied whenthe pressing state of each of the pressing units 111, 112 is controlled,the displacements (hereinafter referred to as “previous displacements”)of the curving state calculated in the preceding posture control areread (S347), and then, a control amount is calculated based on theprevious displacement and a current displacement (S348). That is, in theeighth developed flow, the above-described control amount is calculatedbased on the detection result obtained by the most-recently-performeddetection operation and the detection results obtained by the detectionoperation made prior to the most-recently-performed detection operation.Then, in the correction processing, the pressing state of each of thepressing units 111, 112 is controlled by the above-described controlamount.

As described above, in the eighth developed flow, since the correctionprocessing is performed based on the current detection result and theprevious detection results obtained prior thereto, the curving state ofthe bones can be corrected considering a temporal change in the curvingstate. As a result, the tendency of changing the curving state of thebones of the seated passenger can be grasped, and the curving state ofthe bones can be corrected at a suitable correction degree according tosuch tendency. The method for calculating the control amount from theprevious displacements and the current displacement is not limited. Forexample, the control amount may be calculated from an average of theprevious and current displacements. Alternatively, each of the previousand current displacements may be weighted, and then, the control amountmay be calculated.

9) Ninth Developed Flow

In the ninth developed flow, the controller 109 a learns, in a certainturn of the correction processing, the control amount applied when eachof the pressing units 111, 112 is controlled. The controller 109 areflects the control amount in subsequent turns of the correctionprocessing. More specifically, a series of the steps S371 to S374 afterthe beginning of the posture control and before calculation of thedisplacement of the curving state are identical to those of the basicflow as shown in FIG. 55. After the displacement is calculated, it isdetermined whether or not the displacement is 0 (S375). If thedisplacement is 0, the posture control is ended (S376).

On the other hand, if the displacement is not 0, the controller 109 aperforms the correction processing. At this point, in order to calculatea control amount (hereinafter referred to as a “current control amount”)applied in a current turn of the correction processing, the controller109 a reads, from the memory 109 b, a control amount (hereinafterreferred to as a “previous control amount”) applied in a previous turnof the correction processing (S377). Then, the controller 109 acalculates the current control amount according to the displacement ofthe curving state and the previous displacement (S378), and performs thecurrent turn of the correction processing by the calculated controlamount (S379). the method for calculating the current control amountaccording to the previous control amount is not limited. For example,the control amount may be obtained in such a manner that the controlamount obtained from the displacement of the curving state by a generalcalculation method is multiplied by a coefficient corresponding to theprevious control amount, and may be used as the current control amount.

After the correction processing is performed, the controller 109 astores the current control amount in the memory 109 b (S380). If thefrequency of performing the posture control is set at “periodicallyperformed” or “constantly performed,” the detection operation isperformed again by the pressure sensors 104 after the correctionprocessing (S381). Subsequently, a series of the steps S374 to S381after calculation of the displacement are repeatedly performed.

As described above, in the ninth developed flow, the control amount ateach turn of the correction processing is learned, and the learnedcontents are reflected in subsequent turns of the correction processing.Thus, in each turn of the correction processing, the curving state ofthe bones can be corrected at the correction degree set according to ahistory of the performed correction processing, for example.

The configuration of actively correcting the curving state of the spineof the passenger seated on the bone correction seat YS and the controlflow thereof have been described above. Such configuration and controlflow are not limited to those of the foregoing embodiments, and otherembodiments may be employed as long as the curving state of the spinecan be actively corrected. For example, according to the above-describedembodiments, in the posture control process, the detection operation isfirst performed by the pressure sensors 104. Then, the curving state ofthe bones of the seated passenger is specified based on the detectionresults, and the seated passenger is identified based on the specifiedresult. Subsequently, the reference curving state corresponding to theidentified seated passenger is specified from the reference curvingstates stored in the memory 109 b. The present invention is not limitedto such a configuration. The processing for identifying the seatedpassenger may be skipped as long as the curving state of the bonesindicated by the detection results of the pressure sensors 104 can bespecified and the reference curving state corresponding to such acurving state can be specified.

In the above-described embodiments, the reference curving states arestored in the memory 109 b, but may be updated in association with,e.g., an increase in the age of the seated passenger. Moreover, in theabove-described embodiments, the reference curving state is setseparately for the seated passengers and the detection target regions,but may be set separately for the positions of the bone correction seatYS or the running situations of the vehicle.

Further, in the above-described embodiments, as illustrated in FIG. 45,the information (the information R2 in FIG. 45) indicating the currentstatus of the curving state of the bones is displayed on the operationpanel provided inside the vehicle. Since the information indicating thecurving state of the bones is displayed on the panel or monitor providedinside the vehicle, the seated passenger can set, based on this, thefrequency of performing the correction processing according to thecurving state of the bones at a current point of time, for example.Moreover, the information indicating the curving state of the bones ateach point of time before and after the previous turn of the correctionprocessing may be displayed on the panel or the monitor. Alternatively,the current curving state of the bones may be displayed as compared tothe ideal curving state. Such a displayed comparison is viewed by theseated passenger, and causes the seated passenger to improve the curvingstate of the bones by correction. Based on the displayed information,the frequency of performing correction and the degree of correction canbe set by the seated passenger oneself, and the curving state of thebones can be corrected in a stepwise manner according to the set values.

TABLE OF REFERENCE NUMERALS  1 Upper Frame  2 Side Frame  2a Side Plate, 2b Front Edge Portion  3 Lower Connection Frame  4 Side Air Cell  5Pressure Receiving Plate  5a Connection Wire  6 Pillar PositionAdjustment Mechanism  7 Pillar Support Portion  8 Waist Air Cell  9Cushion Air Cell  10 Air Cell  11 Support Plate  12 Holding Pipe  13Attachment Bracket  13a Base Portion,  13b Side Portion  14 Rod-ShapedMember  15 Wire  16 Pressure Receiving Plate  20 Resin Plate  20a Cutout 21 Deformable Portion  22 Extension  23 Groove  24 Cutout  25Deformable Piece on One End Side  26 Deformable Piece on the Other EndSide  30 Ottoman Air Cell  31 Support Member  31a Support Piece  40Shape Sensor  41 Body Pressure Sensor  41a Detector,  41b TransmissionLine  42 Capacitance Sensor  50 Controller  51 Pillar PositionAdjustment Mechanism  52 Compressor  53 Air Supply Line  54 SolenoidValve  55 Tilt Mechanism  61 Front-Back Position Adjustment Mechanism 62 Height Adjustment Mechanism  63 Cushion Length Adjustment Mechanism101, 101a, 101b Air Cell 102, 105 Holding Frame 103, 106 Actuator 104Pressure Sensor 107 Actuator 107a Rod 109 ECU 109a Controller 109bMemory 110 Correction Device 111 Back-Side Unit 111a First Back-SidePressing Mechanism 111b Second Back-Side Pressing Mechanism 111c ThirdBack-Side Pressing Mechanism 112 Leg-Side Unit 112a First Leg-SidePressing Mechanism 112b Second Leg-Side Pressing Mechanism 112c ThirdLeg-Side Pressing Mechanism 120, 130, 140 Correction Device 131a, 131b,131c, Back-Side Pressing Mechanism 141a, 141b, 141c S Seat S1 Seat BackS2 Seat Cushion S3 Head Rest Sa1 Shoulder Support Portion Sa2 SideSupport Sf1 Seat Back Frame C1, C2 Tube Member CS Control System hp HeadRest Pillar XS Application Seat Xf2 Cushion Frame XS1 Seat Back XS2 SeatCushion XS3 Head Rest Xa1 Shoulder Support Xa2 Side Support Xa3 LumberSupport Xa4 Side Cushion Support Xa5 Ottoman Portion XP1, XP2 PadMaterial Pa1 Flat Portion, Pb1 Projection, Pc1 Insertion Groove YP1 BackPad YP2 Cushion Pad FR Fixed Rail Gm Drive Portion MP Movable Plate MRMovable Rail PL Support Plate PLa Tube Hole PP Pad Piece QL SupportPlate QLa Tube Hole YS Bone Correction Seat YS1 Seat Back YS2 SeatCushion YS3 Head Rest Yf1 Seat Back Frame Yf2 Cushion Frame B1, B2, B3Mode Selection Button B4, B5, B6 Frequency Selection Button R1, R2Information

1. A vehicle seat comprising: a seat back that supports a seatedpassenger from a rear, wherein: a shoulder support portion provided atthe seat back and that supports each of shoulders of the seatedpassenger includes a bag that expands by supply of fluid into the bag,and the bag expands such that one end portion of the shoulder supportportion positioned on an outside in a width direction of the vehicleseat moves more forward than an other end portion of the shouldersupport portion positioned on an inside in the width direction.
 2. Thevehicle seat according to claim 1, wherein when the bag expands to movethe one end portion more forward than the other end portion, an upperportion of the one end portion moves more forward than a lower portionof the one end portion.
 3. The vehicle seat according to claim 1,wherein the bag is arranged such that an end of the bag on the outsidein the width direction is positioned below an end of the bag on theinside in the width direction.
 4. The vehicle seat according to claim 1,wherein: the seat back includes a plate-shaped member disposed in afront of the bag, when the bag expands while contacting a rear surfaceof the plate-shaped member, the plate-shaped member deforms such that aportion of the plate-shaped member corresponding to the one end portionis positioned more forward than a portion of the plate-shaped membercorresponding to the other end portion, thereby moving the one endportion more forward than the other end portion, and an area of a frontsurface of the plate-shaped member is greater than an area of a surfaceof the bag contacting the plate-shaped member.
 5. The vehicle seataccording to claim 1, wherein: the seat back includes a plate-shapedmember disposed in the front of the bag, when the bag expands whilecontacting the rear surface of the plate-shaped member, the plate-shapedmember deforms such that the portion of the plate-shaped membercorresponding to the one end portion is positioned more forward than theportion of the plate-shaped member corresponding to the other endportion, thereby moving the one end portion more forward than the otherend portion, and in the plate-shaped member, a dividing portion dividesthe plate-shaped member into first and second portions and is formedbetween the first and second portions, the first portion beingpositioned in the rear of one of the shoulders of the seated passenger,and the second portion being positioned in the rear of an other shoulderof the seated passenger.
 6. The vehicle seat according to claim 1,wherein: the seat back comprises: a plate-shaped member disposed in thefront of the bag; and movement restriction portions disposedrespectively at both end portions of the seat back in the widthdirection that restrict movement of the seated passenger in the widthdirection, the plate-shaped member comprises: a deformable portion that,when the bag expands while contacting the rear surface of theplate-shaped member, deforms such that the portion of the plate-shapedmember corresponding to the one end portion is positioned more forwardthan the portion of the plate-shaped member corresponding to the otherend portion, and an extension positioned below the deformable portionand extending downward to pass a space between the movement restrictionportions in the width direction, wherein the extension: is narrower thanthe deformable portion in the width direction, and is disposed such thatboth ends of the extension in the width direction are positioned on aninside of the movement restriction portions.
 7. The vehicle seataccording to claim 1, wherein: the bag includes two bags arranged in thewidth direction, and a tube member that forms a path of fluid to besupplied to each bag and to be sucked from each bag is disposed to passa middle portion of the seat back where a clearance is formed betweenthe bags in the width direction.
 8. The vehicle seat according to claim1, wherein: the seat back includes a plate-shaped member disposed in thefront of the bags, the plate-shaped member includes, at an upper endportion thereof, a deformable portion that, when the bag expands whilecontacting the rear surface of the plate-shaped member, deforms suchthat the portion of the plate-shaped member corresponding to the one endportion is positioned more forward than the portion of the plate-shapedmember corresponding to the other end portion, and an end portion of anouter edge of the deformable portion positioned on the outside in thewidth direction inclines downward toward the outside in the widthdirection.
 9. The vehicle seat according to claim 1, wherein: the seatback includes a plate-shaped member disposed in the front of the bags,the plate-shaped member comprises: a deformable portion that, when thebag expands while contacting the rear surface of the plate-shapedmember, deforms such that the portion of the plate-shaped membercorresponding to the one end portion is positioned more forward than theportion of the plate-shaped member corresponding to the other endportion, and an extension positioned below the deformable portion andextending downward, and the deformable portion and the extension areintegrally connected together.
 10. The vehicle seat according to claim1, wherein: the seat back comprises: a seat back frame forming aframework of the seat back; a support plate attached to the seat backframe that supports the bags from the rear; and a holding portionattached to the seat back frame that contacts a rear surface of thesupport plate to hold the support plate.
 11. The vehicle seat accordingto claim 1, wherein each bag is arranged such that a direction from anend of the bag on the inside in the width direction toward an end of thebag on the outside in the width direction is coincident with alongitudinal direction of the bag.
 12. The vehicle seat according toclaim 11, wherein a length in a direction perpendicular to thelongitudinal direction is greater in an end portion of the bag on theinside in the width direction than in an end portion of the bag on theoutside in the width direction.
 13. The vehicle seat according to claim1, wherein: the seat back includes a pillar support portion thatsupports a head rest pillar extending from a lower portion of a headrest of the vehicle seat, and each bag is arranged such that an end ofthe bag on the inside in the width direction is positioned on the insiderelative to a middle of the pillar support portion in the widthdirection.
 14. The vehicle seat according to claim 1, wherein: the seatback includes a plate-shaped member disposed in the front of the bags,the plate-shaped member includes a deformable portion that, when thebags expand while contacting the rear surface of the plate-shapedmember, deforms such that the portion of the plate-shaped membercorresponding to the one end portion is positioned more forward than theportion of the plate-shaped member corresponding to the other endportion, and in a state in which the seated passenger is seated on thevehicle seat, the deformable portion deforms, by expansion of the bags,while curving to cover around the shoulders of the seated passenger. 15.The vehicle seat according to claim 1, wherein: the seat back includes aplate-shaped member disposed in the front of the bags, when the bagsexpand while contacting the rear surface of the plate-shaped member, theplate-shaped member deforms such that the portion of the plate-shapedmember corresponding to the one end portion is positioned more forwardthan the portion of the plate-shaped member corresponding to the otherend portion, thereby moving the one end portion more forward than theother end portion, and each bag is arranged such that an end of the bagon the outside in the width direction is positioned on the outsiderelative to an end of the plate-shaped member on the outside in thewidth direction.
 16. The vehicle seat according to claim 1, wherein: theseat back includes a seat back frame forming a framework of the seatback, and each bag is arranged such that a front end of the bag ispositioned more forward than the seat back frame when the bag expands.17. The vehicle seat according to claim 1, wherein: the seat backincludes a seat back frame forming a framework of the seat back, andeach bag is provided such that an end of the bag on the outside in thewidth direction is positioned on the outside relative to an end of theseat back frame on the outside in the width direction.
 18. The vehicleseat according to claim 1, wherein: the seat back comprises: the seatback frame forming a framework of the seat back; a connection memberthat connects between a one end portion and a other end portion of theseat back frame in the width direction; and a plate-shaped support platethat supports the bags from the rear, and the support plate is fixed tothe connection member.
 19. The vehicle seat according to claim 18,wherein, in a vertical direction, a region of the seat back where thebags are arranged overlaps with a region of the seat back where theconnection member is disposed.
 20. The vehicle seat according to claim1, wherein: the seat back includes a plate-shaped member disposed in thefront of the bags, the plate-shaped member includes a deformable portionthat, when the bags expand while contacting the rear surface of theplate-shaped member, deforms such that the portion of the plate-shapedmember corresponding to the one end portion is positioned more forwardthan the portion of the plate-shaped member corresponding to the otherend portion, and a lower end region of an outer edge of the deformableportion in the portion located at an end portion on the outside in thewidth direction inclines inward in the width direction toward a lowerside.